elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 0001-0600
Location: IAH.Airport, TX
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 IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; 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: On the NNCEE 1 Arrival ATC changed our runway and approach from ILS 8R to RNAV (RNP) Y RWY 9. I selected this approach in the FMC and selected HOWLN transition. I looked at my map screen and saw it all there. I sat there and watch the plane not make the turn at and went to HDG select to follow the magenta line. I did this within a second or two as I was just watching the map mode. As I was in the turn ATC said you appear to be slightly off course; you are cleared for the visual RWY 9. We did the visual.




Synopsis: B737NG First Officer reported a track deviation occurred following a last minute clearance change to the RNAV (RNP) Y Approach to Runway 8R in IAH.
Date: 202009
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Flight wasn't full. Agents unblocked seats at X2 and X5. Social distancing for my jumpseat policy violated.




Synopsis: Flight Attendant reported jumpseat social distancing concerns due to specific seats being made available by an Agent.
Date: 202003
Local time of day: 1201-1800
Location: LUD.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZFW
ATC / advisory: CTAF LUD
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: During a local recreational flight; I inadvertently landed at the Decatur Airport for the purpose of practice landings. After departing the airport area I discovered Runway 35 was closed for maintenance.  No workers or personnel were present on the runway and no responses were given to me on the CTAF. Also; the Runway 17/35 was not marked closed with an X nor was the runway closure mentioned on the AWOS.




Synopsis: GA Pilot reported landing on a closed runway at LUD airport; noting that the runway was not marked with an X and the closure was not on the AWOS.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: When we arrived weather conditions were a wintery blizzard; snow; blowing snow and very strong winds.  (NW 20+ gusting 30-40).  All taxiways and ramps were very icy.  We were assigned a gate; however the ground crew was having difficulties pushing a B737 off that gate due to the slippery ramp.  We waited for nearly an hour before we were assigned another gate.  We slowly entered the ramp area; parked the aircraft and set the parking brake.  We completed the Parking Checklist and kept the parking brake engaged.  The ramp triple chocked the the wheels (nose and 2 mains).  As deplaning began; I walked out onto the jet bridge.  As I was standing there with the gate agent and several passengers were deplaning; we witnessed the aircraft weather vane causing the nose to move right approximately 5-8 FT.  This caused a large (5 foot+ gap) between the aircraft boarding door and the jet bridge.  The flight attendants were able to stop the passengers from deplaning before anyone fell through the gap.  Looking down through the gap I could see the skid marks on the ice/snow where the nose gear had slid. It took some time; but to rectify the situation the ramp sprayed de-icing fluid around the nose wheel to provide some lateral friction.  They also attached the push tractor and tow bar to the aircraft.  There was no damage observed anywhere on the aircraft and we were not aware of any contact the aircraft or engines made with anything on the ground.  The gate agent was able to move the jetway up to the aircraft again and complete the deplaning process.




Synopsis: B737 First Officer describes an incident at the gate after landing and taxiing in during blizzard conditions with high winds. After gate arrival with passengers deplaning; and parking brakes set and all wheels chocked; the nose of the aircraft suddenly moves away from the jet bridge as the aircraft weather vanes in a strong gust of wind.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Regained Aircraft Control
Contributing factors: Software and Automation; Weather
Primary problem: Software and Automation

Narrative: Near the FAP; we transitioned into VMC and quickly got an Altitude Alert from ATC and a CAUTION TERRAIN from the GPWS System. I disconnected the autopilot added power and returned to Glidepath to continue the approach to landing.I think the most likely cause was undetected windshear. The aircraft was too high above touchdown to give a windshear warning and the altitude loss was both gentle and sudden enough to cause the system to not be able to respond. The expectations of the crew were that conditions were rapidly improving at the airport. The approach was marked by occasional moderate turbulence which had subsided as we approached the FAF. The transition to VMC and the actions which occur approaching and after the FAF caused the monitoring of performance to breakdown. The design of the LNAV/ VNAV approaches drives a distraction at and after the FAF. There is little that can be done to simplify the altimetry procedures but short finals are always a challenge.




Synopsis: B737-800 pilot reported undetected windshear encounter; resulted in an ATC altitude alert and GPWS terrain caution alert.
Date: 201705
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Large Transport
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: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: After being cleared for the Visual Approach to Runway 35R in Denver and proceeding direct to FRONZ via our clearance another aircraft turned in to Runway 35R in front of us requiring us to break off the approach turning towards the aircraft on Runway 35L. This seemed to be a very bad situation as the other aircraft descended through our altitude. We were at 9;500 feet and it required us to slow to approach speed and comply with not running into the other aircraft coming in on Runway 35L. Not sure why Approach Control tried to put that aircraft on top of us; but fortunately it was VFR and we were able to see the situation developing and were already slowing to try and avoid the RA.




Synopsis: A pilot cleared for a visual approach reported that ATC turned an aircraft in front of them causing them to deviate left off their approach towards an aircraft on approach to the parallel runway.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Night
Aircraft: HS 125 Series
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a sudden instrument malfunction which caused the Autopilot to dive; then climb abruptly to FL350 before we could recover and return the aircraft to FL340. Center understood and confirmed it was not a problem. They asked us if we would be able to maintain FL340 of which we replied yes; and we had no further problem or deviation. Our EFIS displays rolled down; then up; then started to spin with no direction or orientation. We used basic gauges to take control of aircraft until the EFIS System reset and [were] reliable. There were no further problems. I reported this to the Avionics Shop.




Synopsis: Pilot reports a sudden EFIS System instrument malfunction in a Hawker-Siddeley HS-125 aircraft; caused the autopilot to dive then climb abruptly to FL350 from FL340 before crew could recover. EFIS displays rolled down; then up; then started to spin with no direction or orientation. Crew used basic gauges to take control until EFIS System reset.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-31P Navajo P
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a coupled RNAV XX LPV approach to ZZZ the aircraft overshoot the turn to final. It started the turn but not fast enough to intercept. After correcting and intercepting final the aircraft began a descent as if following the glideslope. There was heavy rain between me and the airport and my attention was diverted to that and I lost situational awareness. It is obvious now that the descent was not following the glideslope when the terrain alert activated I climbed to a higher altitude and shortly broke out of the rain and landed in visual conditions. We were in contact with approach control until just before the turn to final; then switched to UNICOM. My mistakes were ones of complacency. When I had an abnormal turn to final I should have executed a missed approach. Something was not right. I allowed my attention to be diverted at a critical time from the task of monitoring the approach. I misinterpreted the weather situation. I used ASOS reports that may have been 5 - 10 minutes old in a rapidly changing weather situation. I should have requested the RNAV XY and accepted the tailwind even though the minimums were higher. The weather was moving west to east and conditions in the quadrant turned out to be much better.




Synopsis: Pilot reported getting a terrain alert after not noticing the aircraft was not on glideslope. Reporter stated they were focused on the poor weather conditions and did not monitor the approach progress.
Date: 201703
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left main gear light did not illuminate upon gear extension. I cycled the gear up; then lowered it again; but the light still did not illuminate. Per the QRH; we changed the left main gear bulb. After changing the bulb and depressing the 'press to test' button; it remained unilluminated. We continued with the QRH; which resulted in a gear blowdown.


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


Synopsis: Cessna 402 flight crew reported the left main gear would not extend;so the alternate gear extension procedure was activated.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Troubleshooting; Workload
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Takeoff was initiated from Runway at the end. Power was run up to full power and brakes released. I rotated the aircraft and lifted off the ground but was unable to climb out of ground effect. By the time I chose to abort the takeoff we very close to the end of the runway. I elected to keep it in ground effect until the runway end lights were cleared and then banked slightly left to get more landing area. I reduced power to idle and taxied the aircraft in an alfalfa field back to the taxiway. I determined that there was no damage to the aircraft or property and no injuries. I recalculated the takeoff distance and elected to depart the opposite Runway with approach flaps in. I calculated the takeoff distance at 1;900 feet with no flaps and 1;400 feet with approach flaps. Winds were out of the northeast at about 8 knots; judging by the windsock it was a direct crosswind for either runway.




Synopsis: A BE-36 pilot took off no flaps but could not fly out of ground effect and landed off airport in an alfalfa field; taxied back to the airport and took off successfully in the opposite direction with approach flaps.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Company Policy; Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The aircraft with APU was inoperable; so we had to ground start number one; prior to pushback. We coordinated with Ramp on interphone. They still had air connected. I said they could disconnect it. They said they could leave it connected. We asked if that was okay and they said yes. (I don't remember the exact wording of this conversation; but this was the gist of it). The First Officer (FO) and I discussed that this was unusual; but thought it would be nice for the Passengers to continue to have cool air during engine start. We started number one and put the aircraft on number one engine electrical power. We told the Ground Crew to disconnect ground air and electric. Shortly thereafter the aircraft shook like the tug was pushing against the parking brake. The FO noticed the engine was surging and figured something had been ingested. We shut down the engine. Ground finally said the air hose had been ingested into the number one engine. They said no one was hurt.We made an announcement to the Passengers and got ground power reconnected to the aircraft. The jetway was pulled up and we arranged to have the Passengers return to the terminal since ground air was not going to be available. I spoke with Operations; Dispatch; and Maintenance. I went down to take pictures of the engine damage for Maintenance. It was then that I realized the air hose had been running under the number one engine. I had not had the situational awareness (SA) to think of it before. This jetway is not typical where you can see the air hose. When we discussed the air remaining hooked up; I was thinking about it being hooked up on the right side; like the start air; for some reason.


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


Synopsis: A B737 flight crew reported the ingestion of an external air conditioning supply hose during engine start; damaging the engine. Both external electrical power and air conditioning were connected to the aircraft due to an inoperative APU.
Date: 201810
Local time of day: 1801-2400
Location: MDW.Airport, IL
Flight conditions: IMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E C90
ATC / advisory: TRACON C90
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: It was the last flight of two-day to MDW. Cleared 3000 FT at SAILZ; cleared 22L; Y. First Officer set lower altitude. I acknowledged. I looked down at ATIS for a second; looked up to find aircraft descending below 3000 FT before we hit SAILZ. LNAV was engaged but VNAV was not. I called out error. Pilot Flying disconnected autopilot and corrected flight path back to 3000 FT. We landed uneventfully.


Second narrative: We were cleared direct SAILZ at 3000 feet; cleared RNAV Y 22L; descending from 6000 feet to 3000 feet. I thought I had executed the new cruise altitude of 3000 feet and we had been cleared the approach and were in LNAV and VNAV path as we went into the WEATHER (clouds no rain or thunderstorm). I had set 1500 feet in the window as a lower altitude. VNAV had disconnected without us noticing it and the Captain caught the descent as we passed below 3000 feet. I immediately disconnected all automation and smoothly corrected back up to 3000 feet as we had gone several hundred feet below assigned altitude. We spoke with the Approach Controller and he said there was no traffic in the area and 'no problem'. We re-engaged all automation prior to SAILZ and continued the approach and landed uneventfully. Be extra vigilant when it is late at night; weather; running late; etc. Good communication with the automation is paramount and I failed to notice the change in automation that we had gone out of VNAV. The PM caught the altitude miss and we corrected but it should have been caught sooner. I had failed to 'verify'; a very important step to remember when fatigue is starting to set in.


Synopsis: B737 flight crew reported overshooting the cleared altitude during descent due to a failure to recognize a change in automation.