elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 0601-1200
Location: MRY.Tower, CA
Flight conditions: Mixed
Weather elements / visibility: Turbulence; Windshear; 8
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C MRY
ATC / advisory: Tower MRY
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: Coming in on final approach on the ILS into MRY; we experienced wind shear over the water at about 6 miles from the airport. The rough air pushed us below glide path; receiving a low altitude alert from tower the decision was made to go missed. We continued missed approach and radar vectors to our filed alternate ZZZ.




Synopsis: Flight Instructor reported encountering wind shear on final approach which pushed them below glide path resulting in a Low Altitude Alert from ATC and a missed approach.
Date: 201807
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Monitoring (PM) when we received a late change to our expected approach into Denver. We were expecting the ILS 34R and we were given a last minute change to the RNAV (RNP) Z 34R. I was busy on the radio and monitoring our descent while the Captain loaded the FMC. The Captain stated the approach was 'in the box' and proceeded to disable the DME and VOR's. He also changed the RNP value. He gave a quick brief and we verified that the airplane was set up properly (ie LNAV VNAV and we were in VNAV PATH). Everything checked out but we missed one thing. We didn't connect the HIMOM fix above the discontinuity. So the aircraft never descended like we expected. ATC queried us and realized we were too high for the approach. He canceled our approach and gave us vectors. We got down and shot a visual approach. No traffic conflict was created. The rest of our approach was uneventful.




Synopsis: B737NG First Officer reported an altitude deviation resulted when the FMC was improperly set up for the RNAV (RN) Z approach to 34R in DEN. Reporter stated a last minute change to the clearance contributed to the event.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for ILS XXR approach into ZZZ outside of ZZZZZ maintain 3;000 until established.  VMC but too hazy to see runway at 12 miles final.  Autopilot was engaged and LOC was armed but the aircraft did not intercept and we flew thru LOC course. I turned off autopilot and autothrottles to attempt re-intercept of localizer however flight directors were giving far right correction with LOC indices correcting slightly left.  We were far right of course; so FD guidance was completely inaccurate and LOC indices should have been making far correction to left which they were not.  We attempted to determine source of the problem but were unsuccessful doing so. We cycled the ILS radio panel; but no help.  We asked for Go-around and were given instructions by ATC.  On second approach attempt LOC and GS captured and an uneventful landing was made.




Synopsis: B737 Captain reported a track heading deviation due the aircraft not being able to intercept the LOC during final approach resulting in a go-around.
Date: 201510
Local time of day: 1201-1800
Location: TUL.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb; Landing
Airspace: Class C TUL
ATC / advisory: Tower TUL
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Physiological - Other
Anomaly: Conflict NMAC; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On my way to TUL I had another pilot; whom I guessing was a student; come uncomfortably close in proximity to me. I had approach contact me three times asking if I had the traffic in sight; which I could not see. The TCAS system on the Cessna 172 I was flying kept giving a traffic advisory; at least 3 or 4 times for this plane right below me and showed -400; then -300 feet and then I climbed 100 feet and the system still said -300. ATC vectored the aircraft and they did not respond. Then ATC called them again and they read back the instructions. I am currently instrumented rated and working on my commercial license. Not long after avoiding the traffic; I then was asked to switch to tower frequency; where I was cleared to land and I read back cleared to land. For some reason; under all the stress; it did not sink in that I had read that back and did not ask for a touch and go. I then did a touch and go on Runway 8. Tower then firmly spoke to me and informed me of what I had done. They then vectored me and gave me my clearance information. Being stressed I accidentally climbed 500 feet above the altitude I was given and was firmly corrected for that by ATC too.I believe to correct such a situation from occurring I must know when and when I should not be flying. I was under so much stress that week to begin with that I was not in the mental state I needed to be in in order to fly. We are always taught about human factors and how they can affect a pilot's decision making. This experience; first hand has taught me what outside stress can do to one's concentration and how it can leave one vulnerable to mistake if any smaller stressors (such as that plane getting close to me) may occur.




Synopsis: C172 pilot reported several clearance deviations that resulted from outside stress and an NMAC with another light aircraft.
Date: 201407
Local time of day: 1201-1800
Location: MDT.Airport, PA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D MDT
ATC / advisory: Tower MDT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Ground; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working Ground Control/CIC at MDT.  Local Control (LC) accepted a point out; Aircraft Y on a visual approach to Runway 26 at CXY; inbound from the north.  LC had a VFR aircraft on a low approach to Runway 31 at MDT departing eastbound.  LC was also working a VFR helicopter that departed CXY eastbound as well.  Both VFR aircraft saw each other.  LC cleared Aircraft X; for takeoff on a 050 heading behind both VFR aircraft.  While Aircraft X was airborne LC realized that he forgot about Aircraft Y point out into CXY.  We notified the FLM right after the event.  In this event LC forgot about Aircraft Y inbound from the north while Aircraft X was on a 050 heading departing MDT.Keep scan going further from the airport.  Use memory aids.




Synopsis: MDT Tower Ground Controller reports of the Local Controller approving a point out on an aircraft that is inbound to a close proximity airport.  The Local Controller then departs an aircraft from his airport causing a conflict and loss of separation with the inbound pointout.
Date: 201512
Location: ORD.Airport, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the First Officer (FO) side wing walker for flight arrival in ORD. As the plane was making the turn to the lead in line a tractor cut in front of the aircraft from the Captain (CA) side. I was on the opposite side; but raised my wands in a stop signal to stop arrival. This was not heeded and arrival continued; causing a near miss event. Due to these events; the aircraft was parked off the line and required repositioning. The push back driver did not give signal before pushing the aircraft and the aircraft beacon was not flashing. I was in position at the FO side wing roadway; but the CA side wing walker was still looking for wands. The pushback driver pushed the aircraft anyway; just as another tractor was approaching to pass behind from the CA side. Again I noticed and gave the stop signal. This was ignored; so I gave the emergency stop signal. The push back driver was oblivious and continued the push regardless. Luckily; the tractor veered out of the way before being struck.




Synopsis: Wing walker described a gate arrival during which a conflict developed with vehicles on two occasions and his signals to the Marshall to stop were ignored.
Date: 202001
Local time of day: 1201-1800
Location: BHM.TRACON, AL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Conducting a visual backed up by the RNAV on Runway 36 at BHM. Conditions were clear in daylight. Received a 'caution obstacle' aural and a 'GND PROX' caution. The entire approach was stable; following an appropriate glide path to the runway. Advisory VNAV to the runway was used to assist in guidance but not as a primary aid. The pilot flying was above the snowflake. No depictions on airport charts indicated that EGPWS warnings occur on this approach to the runway or any other runway at the airport. The warning stopped and the approach was safely continued.Cause: Lack of terrain depictions on charts or vertical guidance for that runwaySuggestions: Addition of terrain warnings on charts. I would not suggest the use of this runway for visual approaches.


Second narrative: We were on a visual approach to Runway 36 at BHM. The conditions were clear and the visibility was unrestricted. I was using the RNAV (GPS) Runway 36 to back up the visual approach. I joined the final in between IMOBY and BERFY. We were established on the final approach segment before BERFY. While on the approach; I started a descent and used the advisory VNAV as guidance to the runway. During the entire approach; all of the terrain and obstacles were in sight and I believed that I planned the descent accordingly. Just passed BERFY we received a Caution Obstacle aural message. I shallowed the descent and the aural message stopped. We continued on the approach stabilized throughout and without any further message.Cause: Perhaps one contributing factor is that while we were stabilized on the approach; a shallower descent rate is required at that point on the approach so as to not trip off the aural message. Another contributing factor I think is that although I reviewed all of the charts associated with this airport and I think there could be a greater emphasis on the terrain in the area. Suggestions: In the future; for this particular airport; I plan to use a different runway to prevent this from occurring. Even though I felt like I had a good understanding of the terrain in the area; I want to continue to develop a greater awareness of the airport environment and the ability to better identify these potential hazards.


Synopsis: Flight crew reported a GPWS warning during a visual approach.
Date: 201602
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Manuals; Procedure
Primary problem: Manuals

Narrative: I had an aircraft enroute at 9000 feet. I took radar contact on an aircraft departing southbound. The temporary altitude showed the aircraft climbing to 8000 feet. I noticed the aircraft was going through the temporary altitude at 8300 feet. I called TRACON to turn the aircraft 20 degrees right and I turned my aircraft 20 degrees right. I looked up in our Letter of Agreement (LOA) with TRACON and it said departing aircraft going southbound should be climbing to 8000 feet. I asked the controller in TRACON about it and they showed that they can climb their departures to 9000 feet. My supervisor looked it up and found some paperwork; not in the Enroute Information Display System (ERIDS); but just on a laminated sheet that showed some changes. It said they can climb departures to 9000 feet.We have aircraft going that route of flight all the time at 9000 feet. Suggest more training so everyone is familiar with the procedure or change the departures to 8000 feet.




Synopsis: The Controller took a handoff on a departure thinking it was climbing to 8000 feet. The departure was climbing to 9000 feet. There is conflicting information between the Controller's procedures manuals.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Super King Air 200
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Indicating and Warning - Air Conditioning and Press.
Component problem: Malfunctioning
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 10;000 feet the L Bleed Air Fail light illuminated. I called the light illumination; Pilot Flying confirmed the light. We ran the emergency checklist and returned to ZZZ. We did not declare an emergency and did not require any additional services. The flight landed without incident.




Synopsis: BE200 Captain reported experiencing a bleed air failure during climb-out and returned to departure airport and flight landed without incident.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed on schedule; during climb and cruise no abnormalities; once we got clear to descent via STAR; set up and brief prior descent. [Then] the warning light came on followed by EICAS message: E1 LOW PRESS. Immediately as a Pilot Flying took action calling the warning; Captain instructed me to keep flying the aircraft; as he found the procedure on QRH. Once the procedure was found he read it out loud twice; the procedure called for a precautionary engine shut down. At this point Captain stated to me that he wanted to follow procedure; we both agreed on the action.We requested [a specific runway] as planned for arrival and briefed. Captain once again read the procedure with FO verifying the steps to shut engine 1 off. Once the procedure was done and engine 1 was shut down; ATC asked about possible change of runway. Captain asked [me] if I was comfortable doing the runway change; [I] replied yes; and asked Captain to program on FMS to back up the approach. After performing the QRH; planning for landing with weight and configuration by QRH; Captain asked [me] if I was ok to transfer controls. That was accomplished; after that Captain landed with no other events.




Synopsis: EMB-145 F/O reported a normal landing following inflight shutdown of #1 engine.
Date: 201807
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B PHX
ATC / advisory: Tower PHX
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Other departure roll
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Cleared for takeoff on 07L. Approximately 80 knots I saw Aircraft Y crossing at the far end of the runway. As I started to abort; Tower called for us to abort the takeoff. Abort accomplished. PA to passengers was made. Briefed the FAs (flight attendants) via intercom. We exited the runway and returned to the gate. Maintenance inspection was performed. Aircraft cleared to cross at far end of the takeoff runway after another aircraft was cleared for takeoff.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737NG flight crew reported a rejected takeoff due to a runway incursion downfield.
Date: 201812
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; Windshear
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Aircraft X was taxiing down taxiway toward Gate. The conditions were dark and raining. Rain was actively falling and the wind was sending the rain in all directions. I was pulling an airstart machine with an electric tractor across the taxiway in the designated lanes. There was a plane coming from the north from which I did not see until the very last minute. The approaching plane did not have any taxi lights on at all. The plane was noticed at the last minute and I had to go in another direction to avoid the plane and to avert a head on collision.




Synopsis: Ground employee reported a near ground collision with a taxiing aircraft while moving an airstart machine with an electric tractor.