elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Situational Awareness; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Departure Airport
Contributing factors: Procedure; Weather
Primary problem: Ambiguous

Narrative: Mid afternoon the pilots were advised of thunderstorms and rain in the IAH Area. Captain advised flight attendants to take their seats. Captain made a PA to the passengers to make sure their seat belts were fastened and 'DO NOT GET UP.' Pilots were told to hold at 1;600 feet. Pilots were entering the hold at 220 knots and the track showed crew not entering any clouds painted on the radar. The First Officer suggested a turn but I felt the turn at that time to avoid the cloud would have put the plane in more jeopardy. Aircraft was jolted approximately 500-600 feet. Crew climbed out of the weather and returned to the departure airport. A Flight Attendant reported at the time of the incident that she was hurt but did not want emergency equipment. Passenger stated she hit her head but did not seek treatment. After landing Flight Attendant wanted medical treatment.




Synopsis: An air carrier entered severe turbulence near IAH in holding at 16;000 FT with a 500 FT-600 FT altitude loss so the flight climbed out of the weather and was later able to reach its destination with an injured Flight Attendant.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: M-20 M Bravo
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Participating in formation flight. I flew lead airplane of a two airplane element; with airplane #2 on left wing. A second element of two airplanes (#3 and #4) had planned to join our element for two elements in cruise flight with airplanes #3 and #4 on my right wing. During the first rejoin attempt airplanes 3 and 4 were unable to rejoin and aborted the attempt. During this attempt; aircraft #3 and #4 touched wing and rudder without their knowledge during the aborted rejoin attempt. Aircraft #3 and #4 then reformed and joined aircraft #1 and #2 and completed the flight uneventfully. On the ground it was noted that minor damage to right wing and rudder of aircraft #3 and #4 and was repaired without incident.




Synopsis: M20 Pilot reported a midair collision occurred during formation flight; with minor damage to two aircraft.
Date: 201702
Local time of day: 0601-1200
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Dawn
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Departing OAK runway 30; contacted NORCAL and was assigned heading 270; climb to 10000. We were then issued a clearance for FL190 and heading 200 or so. I put FL190 in FCU (Flight Control Unit) and acknowledged clearance. Then another aircraft said 'someone else answered for us'. I then reset FCU to 10;000 ft and told PF to turn back to hdg 270. I inquired ATC as to our clearance; ATC responded HDG 270 climb 10;000. PF may not have heard the clearance to 10;000 and hdg 270. I said my aircraft and ensured aircraft turned back to hdg 270 and leveled at 10;000. PM may have not heard 'my aircraft'. We got a 'dual input'; however I re-engaged AP and PF and PM agreed to hdg 270 and 10;000. I then reconfirmed ATC clearance and the PF concurred with clearance of hdg 270 and 10;000. ATC frequency was busy and similar call signs [three ending in XY or YY] all on same freq. ATC then asked the two of us ending XY if we could contact Dispatch and request flight number changes. ATC commented that; 'this happens every morning.'I have noticed many of our flight numbers are within a digit of each other on similar routes and arrival/departure times. We trapped this event and corrected the confusion with the clearance promptly. Avoid using similar flight numbers at same time of day and similar routing.


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


Synopsis: A319 flight crew reported a heading deviation when they accepted a clearance for another flight with a similar call sign.
Date: 201603
Local time of day: 0601-1200
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Lubrication Oil
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received ACARS from flight crew indicating Number 3 oil quantity was low and slowly decreasing. Temp and pressure were ok. I immediately notified Maintenance Control/Powerplants. Powerplants responded to crew and advised destination maintenance. Asked crew if they intended on diverting or pressing on. Crew advised they would continue on; as pressure and temp were still ok; however crew and I started to look at possible alternate airports. Provided crew weather for three diversion airports.Oil quantity in #3 eventually dropped to 0; however pressure and temp were still holding. Crew indicated once they passed a waypoint ahead; they would continue to destination. #3 engine shut down approximately 32 minutes prior to landing. ATC was advised and crash/fire was rolled out. Crew was given priority handling by ATC; and aircraft landed.




Synopsis: MD11 Dispatcher was informed by a crew that they are losing oil from their number three engine. The crew elected to continue toward their destination and shut the engine down at top of descent; with zero quantity showing but still good pressure and temperature.
Date: 201407
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At cruise we received an ACARS revision to our loadsheet to increase our weight by 1;200 pounds.




Synopsis: B737-700 First Officer is informed in cruise that the weight and balance is in error by 1;200 pounds.
Date: 201904
Local time of day: 0001-0600
Location: AUS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger CL600
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C AUS
ATC / advisory: Tower AUS
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching to land at AUS via radar vectors; Houston Approach cleared us for the visual 17L after informing them that we had the airport in sight and they informed us to contact Tower.After being cleared for the visual 17L and maintaining visual references; we descended from 2;000 feet to 1;600 feet for the glide slope intercept altitude at DDTOO as a backup reference for the Visual Approach to 17L.Visual separation and VFR conditions were maintained during the approach and Tower informed us about a Low Altitude Alert; we informed them that we had the field in sight and visual separation was being maintained during the final phase. After the alert; we informed Tower that we were climbing back to 2;000 feet and completed the approach. Tower informed us to contact them after landing to talk to them about the alert. Tower supervisor was contacted and informed us about the altitude alert and that everything was ok.




Synopsis: CL600 Captain reported Tower issued a low altitude alert on a visual approach to AUS.
Date: 201509
Local time of day: 1801-2400
Location: HTS.Airport, WV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D HTS
ATC / advisory: Tower HTS
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On approximately 2.5 mile straight-in final to HTS Runway 12 at 800 feet AGL I saw an object just to the left of my flight path.  For the first second I thought it was a bird; but I quickly realized that the object was stationary.  Within another couple of seconds I recognized it to be man-made.We ultimately descended under the object without changing our flight path or descent rate; at its closest it was approx 20 feet above and 20 feet off my left wing.  It appeared to be a kite; with a tail.  I also thought I saw a flash of light glint off the string.  However; given the very short time the object was in view; it could also have been a powered UAV.I immediately reported the near-miss to HTS Tower; and also to HTS Departure Control about 30 minutes later when I departed the airport.




Synopsis: A Pilot on final approach to HTS at 800 feet reported a near miss with what appeared to be a kite but may have been a UAS.
Date: 201307
Local time of day: 1201-1800
Location: N90.TRACON, NY
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON N90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: While working 3 positions combined (HAARP; NOBBI; & NYACK) Air Carrier X was on RADAR vectors for a visual approach to Runway 34 at HPN; 7 miles West of HPN; on a southeast bound heading level at 2;000 FT; which is the MVA in that area. I pointed out a VFR aircraft on a converging course that was level at 1;500 FT indicated while they were 7 or 8 miles apart. After making a few transmissions to other aircraft on my frequency; I noticed the VFR was now 1 mile away from Air Carrier X and indicating 1;800 FT. I issued the traffic alert and turned Air Carrier X further right to avoid the traffic. Air Carrier X responded to an RA and climbed to about 2;300 FT. When Air Carrier X responded to the RA and climbed; he entered the departure path off of HPN. Luckily there were no departures at this time. This event occurred because of the dangerous airspace design surrounding HPN. There are too many IFR operations in and out of HPN to have such a limited Class D surrounding the airport. The only way to prevent a re-occurrence of this event is to expand the controlled airspace around HPN. To allow VFR's to fly at any altitude around HPN and force IFR flights to respond to RA's 7 miles from the landing airport is dangerous. The airspace is too complex as is with EWR; LGA; JFK; and TEB all within 20 miles of it. I suggest [lowering] the NY Class B floor to a minimum of 1;500 FT or expanding the Class D around HPN to a Class C with a minimum of 10 DME around the airport from 1;500 FT to 3;000 FT.




Synopsis: N90 Controller described a TCAS RA event while vectoring an IFR aircraft to HPN; the reporter noting that current airspace design is problematic and should be changed to prevent future occurrences.
Date: 201302
Local time of day: 0601-1200
Location: GRR.Airport, MI
Flight conditions: IMC
Weather elements / visibility: Icing; 3/4
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower GRR
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Airport
Primary problem: Ambiguous

Narrative: We arrived in the evening and the weather was overcast with rain; temperature of 45F. Overnight; a front moved in and dropped about 3 inches of snow; with the temperature falling well below freezing. We pushed back from the gate and deiced/anti iced according to company procedures. During the deice process; we noticed an operations vehicle clearing and plowing snow; mixed with a few doughnuts and power slides well away from any aircraft or equipment. We started both engines and proceeded forward; knowing the ramp might be slick. Our taxi speed was approximately 3 knots as we started a very slight downhill taxi toward Taxiway V to make a left hand turn. As I turned the nose wheel steering to the left; a strong gust from the west (right) struck the aircraft and the aircraft slowly turned to the right. As I slowly applied brakes; the main wheels lost traction and the aircraft began sliding. I then released the brakes and reapplied; hoping to regain some traction; but to no avail. I then deployed reverse thrust and the aircraft stopped. We slowly crept forward again and were able to make the turn. The Tower asked if we were having difficulties in that area to which we replied yes. They then said that an RJ700 had experienced similar conditions in that area. Nothing was noted in the ATIS or during taxi clearance from ATC. They said they would have the county come out and sand the area again. Better winter facility preparation from the airport operations folks and information about the RJ sliding may have been helpful; but advisory only. I operated as cautiously as could reasonably be expected and just wound up with a bad set of circumstances.




Synopsis: B717 Captain describes a momentary loss of control while taxiing on an ice covered down hill taxiway. A gust of wind causes the aircraft to slide and only reverse thrust arrests the motion.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending below 9;000; we received a TA (Traffic Alert). At approximately 7;000 feet; the indications turned into an RA (Resolution Advisory) conflict resolution. Aircraft indicated we were on a collision path with another aircraft and recommended that we climb. We looked for traffic while simultaneously disengaging the autopilot and auto throttle to comply with TA/RA. We descended to close to 7;000 followed by a climb to approximately 11;000. RA continued to indicate a climb. We queried ATC multiple times to see if they showed any traffic in our vicinity. They indicated that they showed an aircraft at 7;000 feet that was west and behind our position that should not have been a factor. Nonetheless; we climbed but the TA/RA still indicated a climb despite having climbed almost 4;000 feet. We deemed that this was an erroneous message. I took the controls to establish a descent and get us back to a path that would help us descend; but then we got a descent RA. We again complied with this RA just to be safe. After descending almost 3;000 [feet] and we still did not see any traffic; we determined that the aircraft was erroneously indicating a descent. We concluded that we were getting a malfunction. The aircraft had previously been written-up for a similar event just a few flights prior to our flights. The write-up had been cleared by Maintenance the morning of our flights. We flew the aircraft twice this day. The first flight was from ZZZ to ZZZ1 which we completed without any incident. However; the erroneous indications returned during the second flight from ZZZ1 to ZZZ2. After our conclusion; we returned the aircraft to normal flight; transferred the controls; and landed without further incident. Possible transponder malfunction. We wrote up the aircraft and discussed the event in great detail with Maintenance.


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


Synopsis: B737-800 flight crew reported Traffic Collision Avoidance System Malfunction.
Date: 201810
Local time of day: 1801-2400
Location: DTW.Airport, MI
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Final Approach
Airspace: Class B DTW
ATC / advisory: Tower DTW
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: Physiological - Other; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On right downwind in night VMC cleared the visual to 22R at DTW. Turned base; configured normally. We loaded the ILS Y 22R based on the ATIS. It was briefed normally paying attention to the nonstandard note about the different ILS frequency and notes about 2.5 degree difference in inbound course (213 versus 216). Turned final; got LOC capture normally and finished configuring. We were cleared to land turning base. When I started to double check our runway alignment I got really confused. We were lined up on what I thought was 22R but the LOC was off center. With multiple parallels and lack of familiarity with DTW at night I got concerned. The Captain started correcting to the LOC and the aircraft was pointed away from the runway. Added to this; I could not identify 22L due to the airfield lighting configuration. 22R; the runway we had lined up on initially did have all of its MALSR lighting up minus the sequence flashers. I asked Tower to turn 22R lighting intensity up as a way to confirm that we were going to land on the correct runway. They did and the Captain adjusted back to the original/correct course and runway. No unstabilized approach and a minor misalignment for 10 seconds while we confirmed that we were indeed lined up on the correct runway.




Synopsis: Air Carrier First Officer reported confusion when visually acquiring which parallel runway to land on while on approach to DTW.
Date: 201707
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Procedure
Primary problem: Procedure

Narrative: It has been brought to my attention that the AMM (Aircraft Maintenance Manual) for removal of door mounted escape slide does not render the escape slide 'safe' until it is removed from the door. AMT's are then hand carrying the slide and clamshell armed through the airplane down air stairs to a workbench where there they disassemble the clamshell and pinning the bottle finally rendering the slide safe.Somehow we must figure out a way to render the slide safe before actually working on the slide itself. With the girt bar dangling it has the potential to snag on an armrest or railing deploying the slide inadvertently causing injury or damage. Hand carrying the slide downstairs is also a trip hazard.




Synopsis: A Maintenance Technician reported that emergency slides are not rendered safe prior to removal on Boeing 737 aircraft.