elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: 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: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I already [had] worked 5 hours and was asked to stay over as the staffing goes below the minimum and nobody on the tow team actually could tow or ride brakes. So I offer some help by staying to tow. However; because we are the line station and we have 2 aircraft go on maintenance; we have to do an extra tow to make way for other aircraft while the other aircraft are being looked at by Maintenance. I was doing other tasks like reroute; redisplay and helping out with other flight before I could get to the main function which is towing. Before we pulled the aircraft; because the nature of the spot; I asked for additional wing walker to ensure the safety of the spot. The wing walker came out and asked if we are ok and I said we need you in order to wing-walk us in safely. He agreed with it and went over to the spot while we are pulling out of the gate area to the remote spot. As we [were] pulling into the spot; the Captain side wing walker was not ready so I stop to wait for him to put his wand up. This is at night so all the wands were lit up and easy to see. As the captain side wing walker put his wand up and ready and my main marshaller signal for me to move in; I started to go in slowly. As the wing got closer to the other [aircraft] wing; nobody said anything and still let me go in until the wings are literally inches away. The wing walker ran out there and yelled stop and put his X up. As the wing walker put the X up; the main marshaller put his X up and also my brake rider told to me to stop on the headset. It took additional 2-3 seconds to actually stop the plane. I do not know if the plane's wings hit at this point but I could not feel anything. As my main marshaller told me to back it out; I released my foot on the brake and try to accelerate to back the plane out to the spot. However; as the spot we were on; there was a slope so the plane continues to move forward. The main marshaller yelled; Woo; woo; woo. I immediately reapplied to brake to avoid the plane from rolling further. After that; I quickly put my foot on acceleration to back it out successfully with minor damage. Then I backed it out completely and go back in the other way to the spot.




Synopsis: Air carrier tug driver reported the aircraft in tow contacted the adjacent aircraft's wing.
Date: 201512
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other Towing
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Ground Excursion Taxiway; Inflight Event / Encounter Object
Detector: Person Ground Personnel
Result: Aircraft Aircraft Damaged
Contributing factors: Equipment / Tooling; Company Policy
Primary problem: Equipment / Tooling

Narrative: While towing aircraft from C16 to East Cargo at ZZZ with Super Tug-4; the Tug lost all power resulting in having no steering; brakes or lights; causing us to drift to a stop on Taxiway NB just Short of EA on the right side of the taxiway; taking out one taxi light with the right main tire of the Aircraft.




Synopsis: A Ramp Agent reported about a Super Tug that lost all power during a tow procedure that resulted in having no steering; brakes or lights; which caused the tug and aircraft to drift to a stop on the right side of the taxiway and took out one taxi light with the Right main tire of the Aircraft.
Date: 201206
Local time of day: 0601-1200
Location: PKD.Airport, MN
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Dawn
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Descent
Airspace: Class E PKD
ATC / advisory: CTAF PKD
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During airfield over flight to enter down wind to Runway 13 heard Cessna report on downwind for Runway 13. We were trying to locate traffic. We were in a position over downwind to start our descent to TPA. While descending we made another radio call that we were descending to the north of the airport to enter down wind. At approximately 2;600 FT MSL the Cessna aircraft passed in front of us from right to left at our altitude. At the same time the Instructor pilot from the Cessna asked 'what are you doing; Pass behind us...' At approx the same time we saw the traffic and made a slight turn to increase the distance of the aircraft and proceeded to enter the pattern.There was a haze in the sky that made it very difficult to locate a white aircraft on a white back drop with the sunlight also very bright in the early morning. In our opinion; Cessna aircraft could have made more traffic calls on location. Cannot determine if the Cessna had us in sight but clearly saw us before we saw them. In this case they should have made adjustments to avoid our flight path by changing altitude. The traffic pattern conducted by the Cessna was a little larger than we fly; we expected to be clear of traffic. Also it appeared that they were flying 200 FT high. We could've asked and verified the aircraft position prior to initiating descent to TPA.




Synopsis: PA44 pilot entering the traffic pattern on downwind reports a NMAC with a C172 in the pattern and also on downwind. The C172 pilot apparently had the PA44 in sight but the PA44 pilot did not see the C172 until they were very close.
Date: 201506
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B LAX
ATC / advisory: TRACON SCT; Tower LAX
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Other / Unknown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were scheduled on a flight to depart LAX. Routine duties were performed such as pre-flights; checking weather etc. all were normal. 30 minutes before departure the co-pilot went out to start the APU and obtain ATC clearance from LAX. I assisted passengers arriving with their luggage and needs for the flight. Upon checking all passengers are onboard and closing the main cabin door all procedures seemed to be normal. After engine starts; we completed the after engine start and obtained clearance for taxi. Clearance was given to 25L. During the taxi to 25L we completed the taxi checks. At the end of the check is our normal crew brief check. I inquired about the LOOP SEVEN departure procedure. He stated to me runway heading to the assigned altitude in clearance. I know this was a modified instruction from the SID but many times this happens at different airports so I considered this to be the norm for the departure that day. We were cleared for takeoff and proceeded runway heading. On the departure at some point we were given a heading and followed ATC instructions. At no point during the departure did my co-pilot state we were not following the SID or did ATC indicate any abnormality on the departure. All appeared normal.  Several days after the trip I was notified by my mechanic at our home office; that FAA from LAX wanted to speak to me. I returned the call immediately after notification. I then spoke with Mr. X and was notified of the events of the investigation in question. Mr. X was courteous and professional. He mentioned if I was aware of the pilot bill for rights and I indicated that I have heard of it. We than discussed what I could remember at the time. Points of topic:1. ATC nor Call outs from the co-pilot of any abnormalities on the SID.2. Heading was given from ATC at some point on the SID.3. I was not aware of issue many days past the trip date.4. Mr. X discussed worse case corrective actiona) Possible warning and or pilot association online class.




Synopsis: G200 Captain reports departing LAX Runway 25L on the LOOP7 and flying runway heading until instructed to turn by SCT. He states that he is being investigated by the FAA for noncompliance with the published procedure.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Other / Unknown
Second reporter function: Captain; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was jumpseating home from vacation.  Approximately an hour after takeoff; the Captain asked me to come forward and indicated that the First Officer appeared to be in physical distress.  This was indeed the case; in a span of 2-3 minutes; I witnessed 2 periods of incapacitation/non-responsiveness from the First Officer with each episode lasting approximately 20-30 seconds.  The First Officer was also sweating profusely.  I assisted the First Officer from the operating seat to a jumpseat and gave him water.  I then occupied the First Officer seat (I am a qualified Captain on the aircraft) and assisted the Captain in a divert to the nearest airfield.  We were met by EMT personnel at the gateway.


Second narrative: At FL350 in cruise flight both crew members were eating the catering and having conversation. The Captain was the Flying Pilot. We had a Company pilot jumpseating who was current on this aircraft type. I noticed the First Officer was sweating profusely. I asked him if he was OK and he didn't respond immediately. He appeared to have lost consciousness for about 5 seconds. He then became alert and coherent. We were talking about what had just happened and it happened again. I called to the jumpseater for help. The First Officer was able to get out of the right seat and sit in the jumpseat. The jumpseater moved to the right seat and helped with the normal cockpit duties. I advised ATC we needed to divert for a medical issue and decided on the closest airport. We communicated with Dispatch about the divert and needing an ambulance waiting at the gateway. The First Officer appeared normal at this point. He was alert; sitting up in the jumpseat; conversing logically and appropriately. I didn't declare an emergency. At this point we had a stable situation. We landed and the First Officer walked off the airplane and was taken to the hospital.


Synopsis: B767 Captain and a company jumpseat Captain describe a medical diversion when the First Officer becomes unresponsive at FL350. After gate arrival the First Officer is able to walk off the aircraft.
Date: 201809
Local time of day: 1201-1800
Location: MIA.TRACON, FL
Aircraft: Cessna 340/340A
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Procedure

Narrative: Miami feeder final had numerous inbounds to Miami. Aircraft X; a VFR; climbs out of TMB under the Bravo to the northwest up to 029 (even indicated 030 for 2 miles); 10w Miami; with the bottom of the Bravo at 030. The callsign was only obtained when a controller tagged the VFR ''watch'' and due to ADSB got the numbers. The VFR proceeded to track north under the parallel finals; 1 ft under the glideslope at the 10 mi fixes where aircraft would descend. Feeder final had to turn Aircraft Y into Runway 12 tighter than necessary in the event the VFR decided to fly under Runway 12 in a dangerous spot. Had there been any traffic on the parallels as well; it would have been a very unsafe situation.Miami's Bravo airspace was designed back in the day from it's original terminal control area. It has been inadequate for years in terms of it's size; protecting the finals at this airport; and protecting the VFR flying public from the abundance of large; heavy; and super wake turbulence into and out of this major international airport. Presently; all arrivals drop out of the Bravo for about 1/8 mile to every runway at around 10mi around the field; and VFR's are allowed to fly there 1ft underneath all of these arrivals. That is extremely dangerous and unsafe and needs to change; before it's too late and lives are lost.




Synopsis: MIA TRACON Controller reported an airborne conflict and a request to change the Miami Class Bravo.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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: Situational Awareness; Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: ATC initially cleared flight to 5;000 feet for the departure and this altitude was briefed for the departure.  ATC changed the altitude to 2;500 feet on the taxi and the crew dialed the new altitude into the FMS.  FO failed to level off at 2;500 feet and topped out at 3;000 feet before correcting back down to 2;500 feet.  ATC gave us a vector away from traffic eight miles ahead of aircraft and gave us a climb up to 15;000 feet.  Neither crew member remembers hearing the 1;000 foot prior altitude alert.  It should not have been inhibited for a flaps 1 condition.  Altitude alert functioned normally on next level off.  Crew must have missed the alert due to flaps up call-out.  The FO had only flown 10 times in the last 90 days with 10 landings. The crew should have reviewed the field elevation versus the level off altitude and briefed that the level off would occur immediately after flap retraction.   FO needs to be extra vigilant with flight performance during this time of low flight hours.


Second narrative: We were climbing out of ZZZ and were cleared to level at 2;500 feet. We had briefed accordingly so there was no change. As we climbed out I made the required 1000-foot call and as we were approaching 2;500 feet; I realized he's not leveling off. I stated we were cleared to 2;500 feet level off. He hesitated then realized his mistake and began to level off. We went approximately 300 feet high; so 2;800 feet. Before I could notify ATC we were told to turn 30 degrees left and continue our climb to 15;000 feet. The rest of the flight was fine.We both have not flown as much as we would have at this point in time of the year. I believe he had six trips a month for the last three months. I should have been quicker to realize he was not going to level; and should have taken the aircraft when I realized the mistake and we would not have violated the assignment.


Synopsis: Air carrier flight crew reported experiencing an altitude deviation during departure. Flight crew did not hear the 1;000 feet altitude alert.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach my FO (First Officer) felt significant vibration through the rudder pedals which I confirmed. Aircraft fully configured for landing. Came and went twice; but gone before landing.




Synopsis: A321 Captain experienced rudder vibration during approach to landing.
Date: 201409
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Used the Infection Control Kit to clean up vomit. I have used it several times and it's more of a safety hazard than the vomit. The cleaning agent is finely granular and doesn't clump up the vomit. When you try to scrape it from the carpet; the grains fly up and can get in your eyes EVEN WHEN WEARING THE EYE PROTECTOR. The vomit doesn't come out of the carpet and you are left with a big spot with what appears to be salt on the carpet. I've had to use paper towels and my own tape in order to cover the soiled spot. The grains have gotten in my eyes and it's difficult to rinse your eyes in the lavs. Please find a better solution to clean up a fairly regular occurrence.




Synopsis: A Flight Attendant reports that the commercial product provided by her company to clean up vomit is not effective; and may be a hazard in itself.
Date: 201406
Local time of day: 0601-1200
Location: MMMX.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
ATC / advisory: TRACON MMMX
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While on [Runway] 5R ILS approach to Mexico City; approximately 10 miles prior to SMO we were given a heading for spacing. [We were] then re-cleared; direct SMO and [Runway] 5R approach. Approaching SMO we dialed 8;800 in the MCP window. Just after crossing the VOR we got a GPS invalid message. I checked ANP [Actual Navigation Performance] not to exceed [Required Navigation Performance] and continued the approach. We also were able to maintain VMC conditions to the airport. I noticed we were below VNAV path. I disengaged the autopilot and climbed back to the VNAV path. I believe our deviation to be no more than a couple hundred feet. Our altitude deviation was caused by not verifying the re engagement of VNAV after our vector from ATC. The GPS invalid message only served to compound the problem by being another distraction.




Synopsis: B737 Captain reports descending below the arrival path to MMMX ILS 5R after being vectored by ATC and forgetting to reengage VNAV. A GPS invalid message caused a distraction at a bad time.
Date: 202005
Local time of day: 0601-1200
Location: GIF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was practicing RNAV approaches to GIF's Rwy 11 in VFR conditions. On the RNAV approach at 10 nm from the airport a Cessna 172 flew over me and immediately behind me.  I was watching my ADSB in and the approach was clear. The aircraft 'popped up' onto the ADSB in display approx 2 seconds before it passed 400 feet above and approx 50 feet aft. ADSB data was used to determine the 400 foot separation.




Synopsis: Pilot of a home built aircraft reported an NMAC with another light aircraft in the pattern at GIF airport.