elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Human-Machine Interface
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure; Human Factors; Chart Or Publication; Aircraft
Primary problem: Procedure

Narrative: At the start of my last trip from IAD; when I was boarding the aircraft the inbound crew reported that they were about to submit a safety awareness report because they had missed one of the altitude restrictions while flying the new GIBBZ ONE arrival. Therefore; on my return to IAD at the end of the trip; the First Officer and I thoroughly pre-briefed the arrival procedure which has eight altitude restrictions and two airspeed restrictions over the course of 80 miles. Even though we had only a 30 KT tail wind; we had to descend aggressively with idle power and full speed brakes to comply with all restrictions. I asked the Washington ARTCC Controller if other crews had said they were having difficulty with the procedure and said yes other crews were complaining that it was requiring the use of all drag devices to comply. Fall and winter are coming very soon and with them much stronger tail winds and common use of anti-icing. As difficult as it was to comply with the restrictions with a 30 KT tail wind and clear weather; the restrictions on this arrival will be impossible to comply with in the prevailing conditions of fall and winter. In addition; the numerous crossing restrictions require the full attention of both pilots; making it difficult to comply with other required duties such as checklists; approach briefings; and PA's. This procedure has shifted all responsibilities to the flight crews and is setting crews up for a violation. I very strongly recommend this procedure be reviewed and changed before this occurs.




Synopsis: Forewarned by another flight crew; the pilots of an MD-82 found themselves barely able to comply with the altitude restrictions on the GIBBZ RNAV STAR to IAD by employing full speed brake extension and idle thrust. When queried by the flight crew ATC advised they had received previous similar complaints.
Date: 201511
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Fog; Snow; 3
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Workload; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: We were approaching FULLA passing through 18;500 feet descending via the ANCHR3 STAR in MANAGED/MANAGED on the MCP. All speed restrictions were deleted and we were assigned 280 KIAS. The FMS was programmed to reflect the clearance with a bottom altitude of 11;000 feet. We were expecting and had briefed the ILS 35L. Conditions at DEN had been varying between 3 NM to 5 NM visibility; -FZDZSN and 400 BKN with 800 OVC to 400 OVC.The ATIS for DEN began updating rapidly as conditions suddenly began deteriorating. An ATIS indicating -5C ¼ NM -FZDZSN BCFG 400VV came up; an ATC speed reduction to 250 KIAS and a runway change to ILS 35R came in rapid succession.I selected speed 250 KIAS and 1/2 speed brakes to slow. I then selected V/S to match the descent rate of the current profile to keep the autopilot from pitching up to slow thereby busting the top altitude of 15;000 feet at FULLA. We reprogrammed the FMS for an ILS 35R and got the QRH out to the review a CAT III approach. We also pulled landing data for 35R to review potential braking action effects combined with an auto land on landing distance.As the sudden flurry of activity slowed in the cockpit; I realized we were just leveling at 11;000 feet; but we had not reached FULLA yet which has a block altitude of 13;000-15;000 feet.We informed ATC of the deviation and were instructed to comply with the remaining restrictions on the STAR. No loss of separation occurred with any other aircraft. The rest of the flight was completed without further issues.


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


Synopsis: Air carrier Captain on STAR with a runway change overshoots crossing altitude at intersection.
Date: 202107
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Tonight I almost got hit by a plane. Before the incident happened; I was pulled off to the side in front of the gates; away from the roadway. I waited in front of the gates because I was waiting for a plane to cross the main taxi lane. I checked around me and the only thing by me was a fuel truck. All of a sudden; I heard a faint honking sound. As soon as I turned my head; I saw a plane turning in; right in front of me. I quickly pressed on the gas and drove as fast as I could. Once I cleared the airplanes path; I was really close to its wing tip. There were no wing walkers outside; or any signs of warning. I had no warning that a plane was coming in. The plane turned in without any clearance. As soon as I pulled into a safe spot; the wing walkers came out and told the plane to stop. Thankfully I didn't get hit; but knowing that my life was right before my eyes; terrified me to death.




Synopsis: Air carrier ramp vehicle driver reported a near-collision with an aircraft that was taxiing into the gate area.
Date: 201603
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: During our River Visual approach we were vectored in high to begin. After being cleared for the approach I was switched to tower freq and checked in. Due to the saturation of tasks during the approach I did not remember hearing tower clear us to land. On short final I asked the Captain; do you remember getting cleared to land at which he responded no. I then queried 2 more times to tower asking for landing clearance to which there was no response. As we approached 200 ft we still had not received clearance to land and the decision was made to go around. The go around was rushed as we didn't have a missed approach procedure. After leveling at 2;000 feet the auto throttles did not retard and we exceeded the flaps speed for flaps 1 by about 5 knots for 10 seconds. This was due largely in part to the fact that I had regained communications with tower and we were now getting assigned a new altitude and vectors away from departing traffic. After being vectored away from departing traffic we continued; reshot the visual approach; and the flight landed safely without further incident.This situation was first caused by a lack of landing clearance and tower communication. During the go around I finally established communication with tower and then we were again saturated by tasks during this critical phase of flight and it led the us to over rely on the auto throttles to retard to the set speed after leveling off. To avoid this issue in the future I could have checked with tower earlier if I questioned the clearance and discovered the communication issue sooner; giving me more time to remedy the situation and avoid the spontaneous go around. During the go around we were heavily saturated by tasks to the point where traffic avoidance took precedence over the monitoring of speeds and airspeed was briefly neglected leading to the overspend.




Synopsis: A pilot of a regional jet reported executed a missed approach due to the inability to obtain a landing clearance in a timely fashion. A subsequent approach was successfully completed; however a flap limit speed was briefly exceeded.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Shorts SD-360
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: B717 (Formerly MD-95)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Human-Machine Interface; Troubleshooting
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X departed an assigned heading of 010 because of inbound traffic; Aircraft Y; on a Visual Approach. Once airborne; Aircraft X; had an inoperable transponder and was not being track by the primary radar. The Tower Controller had Aircraft X in sight and noticed that although a 010 heading was give for departure; and a read back from the pilot was assured; Aircraft X appeared to be heading toward the incoming [aircraft] on a Visual Approach. The Tower Controller immediately verified with Aircraft X that he should be heading 010 and the pilot apologized and began correcting; while trying to recycle his transponder. Once it was known that the transponder was actually inoperative; and the primary radar was not picking him up; he was then instructed to join a VOR radial and contact departure. Traffic was then given to Aircraft Y who reported the Aircraft X in sight and was instructed to maintain visual separation. About 7 miles north of the airport at a reported altitude of 3;000 feet a primary target was observed. When Aircraft X checked on I was about to make radar contact by position correlation then gave traffic to Aircraft X about Aircraft Y. About 13 miles north of the airport Aircraft X's transponder began transmitting and altitude was verified.  The problem here is that the primary RADAR has known issues of not picking up targets. It's been worked on and called back into service multiple times. It is usually not an issue; but this scenario is exactly why it is dangerous. The weather was clear; but if it wasn't and tower; or Aircraft Y didn't have Aircraft X in sight a loss could have occurred and possibly an accident.  Aircraft Y's TCAS would not have picked up Aircraft X because of the inoperable transponder. Our ASR8 Radar needs to be replaced and upgraded.




Synopsis: A Tower Controller reported a departure flew off course into confliction with arriving traffic. The Controller reported known poor radar coverage impeded their ability to notice the aircraft off course and resolve the confliction.
Date: 201209
Local time of day: 0601-1200
Location: BGR.TRACON, ME
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZBW
ATC / advisory: TRACON BGR
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Workload; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types
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 Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While en route (northeast bound) along a course running along PWM and BHB I was given a handoff to Bangor Approach. The new frequency was almost non readable. Shortly after contact I requested an IFR clearance to BHB from Approach as conditions ahead were observed to be IFR. I received a communication from Approach that they could approve the IFR. The radio then went quiet and I thought they were working on my clearance. Since I did not receive the clearance and to avoid IMC I started to orbit to the left in the vicinity of IWI which was in view and could be used if needed if IFR was not approved. I made a couple of attempts to contact ATC then made a call in the blind that I was going to return to the previous frequency. After returning to the previous frequency the Controller informed me they had been trying to contact me; and gave me another frequency to try. The new frequency was satisfactory and I had no further communication issues. I can not recall which Controller actually gave me the IFR clearance. From the loss of radio contact until communication was re-established I made one 360 degree turn with approximately a 2 mile radius around IWI. The flight continued to destination IFR with no further issues. This situation could be resolved with improved communication facilities in the area this problem occurred. The aircraft flown has relatively new radio equipment in good working order so it appears to be more of a ground based radio problem.




Synopsis: A pilot reported lost communications because of poor ATC communications facilities after after requesting IFR clearance on a BGR TRACON frequency between PWM and BHB.
Date: 201606
Local time of day: 1201-1800
Location: BTR.Airport, LA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C BTR
ATC / advisory: Tower BTR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; 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 Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had been cleared by Approach at 3;000 feet on the downwind to conduct a visual approach to 4L and BTR tower had then cleared us to land. I had made a base turn and had lined up approximately a heading of 355 degrees to intercept the 5 mile fix for 4L. I was leveling off at 1;500 feet AGL approximately 2.5 miles from the fix and had called for flaps 45 and Before Landing checklist when Tower informed us they had a Low Altitude Alert. The highest obstacle in that area close to my flight path on the approach chart (for reference I had looked at RNAV 4L) was 817 AGL; east of the river.Tower informed us that the minimum altitude was 2;800 feet MSL (2;700 AGL) in that area so I climbed up to approximately 2;500 feet and by this time was squarely lined up on the centerline and 1.5 miles behind the 5 mile fix.We completed the checklist and completed a stable visual approach and landing to 4L.




Synopsis: CRJ-200 Captain reported he was advised by ATC of a low altitude alert on a visual approach to BTR.
Date: 202103
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute; Flight Engineer / Second Officer
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; 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; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: WSMR (White Sands Missile Range) was GPS jamming. Aircraft X was significantly off course prior to taking position. Leaving controller put Aircraft X on a vector to miss restricted airspace. Aircraft X asked to go back on course direct to DNA; assuming he could navigate direct by his request; I gave him direct his destination again. I move on in my traffic scan and come back to Aircraft X making a 90 degree left hand turn. I had cleared Aircraft X to descend previously because he was no longer in conflict with WSMR after being vectored out; but with his 90 degree left hand turn he went back into WSMR descending and I didn't catch it in time. After realizing it I told Aircraft X to stop his descent but it was too late as he was passing through FL216. I called WSMR and asked them to 'stop buzzer'; the answered with 'O.K.'. Facility Manager on Duty later informed me we can't ask them to 'stop buzzer' and to just keep putting aircraft on headings. Give controllers the ability to have WSMR stop GPS jamming during high traffic periods and move their jamming operations to mid shifts.




Synopsis: ZAB Enroute Controller reported a flight crews navigational capability was affected by White Sands Missile Range GPS jamming.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Airspace Structure; Human Factors; Staffing; Procedure
Primary problem: Human Factors

Narrative: I was working all positions combined during the COVID reduced staffing period. Both ZZZ and ZZZ1 were in their north configuration. I had turned Aircraft X to a XXX heading for a vector to the Visual Approach. I had released Aircraft Y on an initial westbound departure heading. During the sequence of events; I had forgotten that Aircraft X was a ZZZ1 arrival; mistaking him as a ZZZ arrival. Both arrivals are vectored in a similar manner to the Visual Approach in this configuration from the north and the Aircraft X call sign made me think ZZZ arrival. The Aircraft Y departure had to build a little altitude before I could turn him north because the temperature was decreasing the climb rate today. I mistakenly cleared Aircraft X for a Visual Approach to Runway XX and then he corrected me with the 'Runway XY' readback. I had planned to go right to Aircraft Y for his turn to the north; but I realized if I didn't correct Aircraft X first; he might turn early towards ZZZ1; so I corrected his heading and altitude first. The lost time; however; resulted in a loss of lateral separation after I turned Aircraft Y to the north.This resulted as a loss of awareness about my aircraft and what they were doing. If I hadn't made the mistake of clearing Aircraft X to the wrong airport in the first place; the sequence would have worked out with enough time to turn Aircraft Y in a timely manner.




Synopsis: TRACON Controller reported that while working traffic at a combined position during COVID-19 reduced staffing period; they experienced a loss of separation.