elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: LAX.Airport, CA
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were approaching LAX via OLAAA 1 arrival; ATC informed us that we were behind a heavy. Around 7000 feet we encountered wake turbulence and [the] airplane banked 30 to 35 degrees; but we corrected quickly and continued to LAX. One of the Flight Attendant was collecting [trash] in the cabin and told me she hurt her arm.




Synopsis: EMB-175 First Officer reported encountering wake turbulence on arrival into LAX that resulted in a minor injury to a Flight Attendant.
Date: 201811
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower PHX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport; Human Factors
Primary problem: Ambiguous

Narrative: Misunderstood last minute taxi instructions crossing runway. Taxied on wrong taxiway at PHX. Last minute instructions. Haste in clearing active runway. Not all taxiway signage in PHX displayed.




Synopsis: Air carrier Captain reported taxiing on wrong taxiway after landing at PHX.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Supervisor / CIC
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A PA46 was on short final to Runway 14 when the Local Controller cleared a C172 for take off on the same runway. The separation decreased to less than minimum and the Controller first issued a go-around to the PA46. The Controller then cancelled the take off clearance for the C172; but it was too late as the aircraft was about to rotate. Now both aircraft were approximately 1;000 FT horizontally and the departure was climbing into the go-around aircraft that was issued runway heading. The Controller then issued an immediate right; and then changed to immediate left turn for the PA46 go-around. The Controller failed to calculate that the distance was too small and the air speed too fast on the PA46 to safely issue a take off clearance to the C172. Additionally; the Controller failed to use 'expedite' or 'immediate' in conjunction with the clearance. The Controller also failed to cancel the take off clearance in a timely manner.


Second narrative: I was working CIC when I observed Local Control clear a VFR PA46 on a  3 mile final Runway 14 to land; and then cleared a C172; IFR; for take off Runway 14. The C172 was slow to roll for takeoff; by this point the PA46 was 1 mile final so I told the Local Controller that it was not going to work; Local Controller sent the PA46 around runway heading; and then canceled the C172 takeoff clearance. By this point the C172 was too far along to stop their departure; Local Controller then told the PA46 to turn left immediately to avoid any further conflict. Better lack of situational awareness by the Controller. I noticed the Controller does not look out the window as often as they should working in a Tower environment. I have spoken to the individual before about this issue.


Synopsis: Tower Controller described a go around event resulting in a conflict between the go around aircraft and an aircraft cleared for take off; the reporter indicating the Local Controller has frequent separation issues.
Date: 201501
Local time of day: 0601-1200
Location: MDW.Airport, IL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C MDW
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Tower issued us 'turn right heading 110 cleared for takeoff 22L.' Shortly after take-off; I called for heading mode; the command bars rolled to the left; and I started to follow the command bars. Tower immediately noticed us starting to roll to the left and said 'turn right; right heading 110.' I immediately rolled into a right turn. The tower controller caught our mistake so quickly that we only turned a few degrees to the left. I am very thankful the controller was watching us so closely; because we would have completely rolled in a turn to the left. The rest of the flight was uneventful. Turning left could pose a potential conflict with arriving aircraft; which is a very serious threat. I make it a point before every take-off to verbally confirm our take-off clearance; course; and initial altitude; so this is very frustrating. I must have got rushed and or complacent with the 'right turn;' because I did not register a 260-degree turn to the right. And to make things worse; the flight director commanded a turn to the left (the shortest distance to heading 110). The fact that the controller caught our roll to the left so early; it was as though he anticipated our mistake. Which leads me to believe he has seen this many times before. So this will not happen in the future I will make an extra effort to verify a right or left turn before take-off. But I would also like to have the tower controller somehow emphasize a right or left turn when a potential threat exists; such as greater than a 180-degree turn. Maybe stating 'verify right turn; right turn 110 cleared for take-off.' This would alert the pilots that a threat exists; a greater-than-180-degree turn and the autopilot/flight director may turn in the opposite or shortest distance to the heading bug.




Synopsis: Departing MDW Runway 22L; a air carrier Captain reports being told to turn right heading 110 degrees along with the takeoff clearance. The reporter starts a left turn which ATC immediately detects and corrects.
Date: 201504
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Off Duty
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Takeoff and climb were normal at this point. We leveled off at our cruising altitude of 19;000 feet and were only there for a few minutes when the aircraft began to shake which was accompanied by a series of pops and bangs. We then recieved a slew of master warnings and caution lights associated with the failure of the #1 engine. We also had smoke enter the flight deck from the associated engine failure. We donned our O2 mask started our descent towards the nearest suitable airport. The smoke and smell ceased immediatly once the engine was secured and I [notified] ATC. As per the QRH; we secured the failed engine and made a normal descent and landing. The passengers were braced for landing and the aircraft was deplaned on the runway. The passengers were then taken via shuttle buses to the terminal. The aircraft was then towed to a gate.


Second narrative: The flights attendants started beverage service and I was seated in 15A. I heard sputtering noise outside the window and heard the number 1 engine stop. At that time smoke began to develop in the cabin. Throughout the whole cabin. The Flight Attendants (FA) were in the back galley putting away carts. I saw the Captain called them earlier. The smoke was getting thicker so I got up and went back to the galley to ask the FAs if they needed any help. They said no...so I went back to my seat and help keep passengers calm. Meanwhile...The FA's prepared for a planned emergency landing. FA A announced that we were having an emergency landing and to please remain calm. The FA's showed bracing positions to the passengers. The intimate chimes rang and the FAs began to do their bracing commands. I did brace commands with them as I Was in the main cabin and I Wanted to help. We landed and we deplaned the people.


Synopsis: Medium Large Transport flight crew experiences an engine failure at cruise altitude and diverts to the nearest suitable airport.
Date: 201606
Local time of day: 0601-1200
Location: FAI.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E FAI
ATC / advisory: TRACON FAI
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Workload; Troubleshooting
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: IFR flight plan to FAI. Level at 7000; IMC; Autopilot engaged; Cleared down to 6000 and cleared direct HOSAN (unfamiliar fix). Selected Vertical Speed/Down on autopilot; began stable descent. Broke out into excellent VMC conditions (large hole; visibility estimated >20 nm; ground clearly visible below; familiar terrain). Relaxed when VMC conditions appeared; and started trying to find HOSAN in GPS and on approach charts (expected to find it easily). Unable to find HOSAN fix in GPS; found it on approach chart; still unable to find in GPS. Glancing out window showed no hazard from terrain. Head-down; programming GPS; looked up and noticed low altitude. Immediately disengaged autopilot; and climbed back to altitude in VMC. Lulled into sense of complacency by good VMC conditions and clear view of ground below; as well as familiar local terrain. Got lost in GPS programming. Did not ask for clearance to a familiar fix; which would be easier to find. Perhaps we should develop a rule of thumb (to help pilots in dealing with automated systems); and train them to recognize when to use this rule of thumb. Perhaps something like this: 'When programming an automated system; try it one time. If that attempt is unsuccessful; then try one more time. If the second attempt at programming fails; then drop back to the next lower level of automation.' A rule of thumb like this could help reduce head-down time in dealing with automated aircraft/systems. Scenario-based training is probably a good way to introduce this rule of thumb. If ATC only uses familiar; major fixes (initial approach fix; final approach fix; etc) in routing instructions; then pilots will spend less time searching for fixes. This would also reduce head-down time in the cockpit.




Synopsis: Air taxi pilot descending into Fairbanks reported becoming distracted while attempting to find and enter the fix he was cleared direct to and descended below his assigned altitude.
Date: 201910
Local time of day: 1201-1800
Location: RIC.Airport, VA
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RIC
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for a visual approach Runway 34. Weather clear. The FO (First Officer) was flying with the aircraft on autopilot B. He set the altitude alert for 1;700 feet and began descending to that altitude from 2;000 feet. We were not aligned with the runway. He also selected full approach mode. The aircraft caught the glide slope and began to descend. Again; we were not lined up with the runway yet. At some point; the glide slope fluctuated; which made the autopilot kick off. Simultaneously; ATC called a low altitude warning for us. This was at approximately 1;300 feet. FO Corrected and began to climb back up to 1;700 feet and re caught the glideslope. We landed without further incident.The 'gotcha' point was selecting the full approach mode instead of selecting LOC first and letting the airplane capture that then selecting the full approach when the glide slope was lined up. I should have monitored the situation better. It was clear with perfect weather and the airport was clearly in sight. I was looking outside instead of inside. Maintain a cross check inside and outside.


Second narrative: While being vectored for an approach in RIC we reported airport in sight. We were then given the Visual. The crossing altitude at the FAF was set into the altitude window and the approach mode was selected; the autopilot was still on. The AP captured the glide slope and started a descent before capturing the localizer. When the autopilot lost the glide slope the AP kicked off at 1;300 feet. The Tower gave us a low altitude advisory and we climb back to 1;700 feet and flew an uneventful approach to Runway 34.In the future I will press the VOR/LOC mode to first intercept the LOC then press the Approach mode once establish on the LOC to capture the Glide Slope.


Synopsis: B737-800 flight crew reported descending too low on approach to RIC airport.
Date: 201506
Local time of day: 1801-2400
Location: PSP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower PSP
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Aircraft X was a VFR full stop with taxi back. After taxiing back to runway 31L (temporary runway); Aircraft X crossed the hold short line without a clearance. There was no impact; or other traffic. The hold short line for the temporary is the same as it was for the regular runway 31L prior to construction. It is located in an unexpected place.The hold short lines should be placed in a normal distance from the temporary runway.




Synopsis: PSP Tower Controller reports of a runway incursion due to the markings of the hold short lines and construction at the airport.
Date: 201410
Local time of day: 1201-1800
Location: MRB.Airport, WV
Weather elements / visibility: Rain; 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I observed that the weather was getting marginal for VFR near the MD state line.  Approx. 15 miles SSE of CBE I tried to contact Flight Watch on 122.0 for a weather update.  I was unable to make contact.  I tried FSS on 122.2; was told to re-contact on a remote outlet that did not work.  Tried to re-contact FSS on 122.2; but was unable to.  Over the mountains west of Winchester the ceiling suddenly lowered.  I entered IMC and flew my course for approximately 2 minutes; hoping to be able to duck down below the ceiling.  The map indicated that the highest obstacle in my quadrant was only 300 feet below however.  I climbed and then called Potomac TRACON to let them know that I was stuck in IMC.  They gave me a squawk code and suggested MRB as a good airport for landing; with VFR conditions in effect.  I entered MRB into my GPS and flew towards it.  Approx. 5 miles from the airport I was able to get below the ceiling and landed without incident. This was a learning experience for me.  If I am unable to contact Flight Watch or FSS in the future I will call the closest TRACON instead.  I could have turned around immediately upon hitting IMC; and would do so if it happened again.  My perception once I was in it was that the weather behind me was not better; however. I realize now that I should have climbed to avoid obstacles but also reversed course. I was surprised at how easy it was to maintain the aircraft in stable flight in IMC.  I had heard that vertigo would take over and I would go into a dive within minutes of hitting IMC.  This was not the case.  I am glad that I had instruction in flying by instruments during my private pilot training.




Synopsis: Private pilot reports inadvertently entering IMC at 2500 feet. ATC is contacted and provides assistance resulting in a safe landing.
Date: 201401
Local time of day: 1201-1800
Location: CLE.Airport, OH
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Ramp CLE
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was in the aircraft and just had completed the start sequence. As the starter cut out and propeller started to accelerate; the Mechanic standing at the front of the aircraft got a concerned look on his face and took a few steps over to the right of the aircraft. That was the side I had just completed the engine start. I looked over and saw a van that had a logo and 'Cabin Cleaning Team' on the side. This van had entered the red restricted box and had stopped. It appeared that the driver saw the Mechanic step towards her area and she then continued through the restricted area and parked in front and off to the right of my aircraft. The driver got out of the van and gave us what appeared to me to be a 'yea so what' type of look and walked away. I continued my start of the other engine and when I contacted the Ramp Tower I informed him of what had just happened. When I talked to the Mechanic starting me; he told me that she just drove up stopped in the restricted area looked at him and then drove further forward past the restricted area. I am not sure if it is lack of training; in a hurry or just did not care but in the future this driver needs to pay attention to where she is driving and avoid the box if an aircraft is running or making a start attempt.




Synopsis: While a Maintenance Technician was starting an engine; a ground support vehicle drove through the restricted box in front of the aircraft.