elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Other flight school
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: PA-44 Seminole/Turbo Seminole
Reporter organization: Other flight school
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were given clearance to taxi to Runway 13; hold short of Runway 5L/23R. While holding short; active runways changed to 23R and 23L. Controller offered intersection departure at E 'if we could take it' and we accepted. Student turned right (heading 050) and initiated takeoff. Neither one of us verified departure direction. I was concentrating on monitoring student's short field departure. At approximately 200 ft AGL; I noticed our heading indicator showed 050 rather than 230. At this point; I informed ATC that we had departed wrong direction. After reporting this; I noticed [an aircraft] approaching head-on. Both aircraft gave way to the right and returned to the pattern. The student failed to brief which direction to turn. Instructor (me) failed to cross-check departure direction.




Synopsis: Instructor reported that the student pilot took off in the wrong direction.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action; General Work Refused
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: During the cargo inspection; I noticed a white container had shifted off its support and was resting crooked on the netting. Upon further inspection I noticed this was a DG container marked flammable. I notified cargo staff they must come and secure prior to loading and instructed the ramp staff to not load if securing was not sufficient. I explained to the warehouse person on the phone if the container was able to shift on the drive to the ramp; it was not secured sufficiently for turbulence.




Synopsis: Safety representative reported directing cargo staff to correctly load a DG container which was insufficiently secured.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying the ZZZZZ 2 XXR transition arrival into ZZZ with autopilot on and LNAV/VNAV PATH active. All altitudes and speeds were cross checked with the approach plate. ATC vectored us off the arrival and descended us from 9;000 to 8;000. ATC asked and we reported field in sight. We were then cleared direct to ZZZZZ (final approach fix for ILS) and the visual to XXR. I then had FO (First Officer) select 7;000 for final approach fix crossing per the approach plate. Just about the time I leveled at 7;000; and approximately 10 miles south of ZZZZZ; ATC issued a low altitude alert. We were still visual conditions and had not received an aircraft EGPWS terrain alert. At no time did I feel we were in an unsafe aircraft state. I then realized my error that I had departed 8;000 too soon. By descending to 7;000 when I did; I departed the lower limit of the Class B airspace for my location. We continued the approach and landed uneventfully.




Synopsis: Air Carrier Captain reported 'cleared for visual approach' then descending too low and receiving a low altitude alert from ATC.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: B747-400
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was informed from outbound crew taking the plane over that the escape slide was bolted closed. I would not have been able to have been used/opened had we needed it. Preflight inspection somehow missed this. I feel horrible as I take great pride in my work and didn't catch this. The slide looked operational when it was checked.


Second narrative: We arrived at the aircraft later than planned. The other Capt. and I discussed that he would be the operating Captain and I would sit in the Observer seat for this flight. I preformed the exterior safety check and the Exterior Inspection. After I arrived at the upper deck I was informed by the other two crew members that the upper deck checks were complete. Later; as we were preparing the aircraft for the flight; I checked the catering and preformed the main deck procedure. We blocked out at engine start. Following the engine start; the EICAS showed we had a Pack 2 advisory message. I pulled up the QRH and ran the checklist. The other two crew members backed me up. After the checklist was completed; the Captain told the First Officer to call for Taxi. The airplane started moving without the takeoff flaps set and the 'Before Taxi' checklist completed. Fortunately Capt. caught the mistake and corrected it. The rest of the proved to be uneventful until I arrived at my hotel room and received a company email from the Captain and First Officer that they heard from the outbound crew that emergency escape slide was bolted closed. This made the upper deck slide unusable. Apparently it should have been safety pinned. After emailing back and forth with both the Captain and First Officer; they both missed the bolt verses seeing the slide safety wired. Fortunately the ZZZ outbound crew found it and reported this mistake to us so we could learn from it and the mechanics could fix the slide correctly.


Synopsis: B747-400 flight crew reported being notified by the outbound crew that the emergency door slide was bolted closed rendering it unusable.
Date: 201407
Local time of day: 1201-1800
Location: VRB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground VRB
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Taxiing for takeoff; Runway 22 VRB; while on [Taxiway] Delta I wanted full runway thinking I still had one more taxiway. I kept going which was not the case. I ended up on Runway 12L. There was no stop marking; hold line approach chart shows Taxiway D ended before Runway 12L.

Callback: The reporter stated that only a government published approach chart was available at the time. That chart had a small airport depiction which did not accurately show the complete taxiway structure. He did not know about the available full airport chart with accurate taxiway descriptions.



Synopsis: A pilot on VRB Taxiway D incurred Runway 12L because he was referencing a government issued approach plate with a small; incomplete airport diagram which he believed showed the taxiway terminating before the runway.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; 5
Light: Dusk
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach; 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
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: VFR day flight to airport ZZZ1 where ceiling dropped and it became dark. I was only occupant. First time IFR night. IFR night certified and capable; but outside my personal minimums. Filed IFR to ZZZ ILS 31; 17 miles from ZZZ1. Vectored to final approach by Approach. Switched to UNICOM. Was having trouble holding heading and began flying visual as soon as started breaking through clouds. I was looking for airport when received report to climb to 3;000 and switch to Approach. Approach informed me I was below glide slope. Vectored again to approach and was able to follow ILS to landing. Now that I have flown night IFR it will not be unsettling if happens again. Will follow ILS all the way to landing even if non towered airport is in sight. Every 6 months I always practice 6 approaches regardless of how many done in previous 6 months. Will file IFR instead of fly VFR if there is a chance of ceiling dropping. Looking for airplane with autopilot.




Synopsis: The pilot of a C182 reported a descent below the glideslope on a night IFR approach; which resulted in ATC notification and go-around; followed by a successful approach and landing.
Date: 201203
Local time of day: 1801-2400
Location: SDL.Airport, AZ
Aircraft: HS 125 Series
Flight plan: IFR
Flight phase: Descent
Airspace: Class D SDL
ATC / advisory: Tower SDL
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: I had just gotten on my first control position. My briefing was basically 2 airplanes; a C172; northbound departure to the northeast practice area; and an inbound IFR Hawker jet 12 miles north; not yet on frequency. The first thing I noticed was that the C172 was more northeast departure than north departure and was basically going right up the final approach course. The 2 aircraft were 10 miles apart and converging; one climbing and one descending. I issued traffic to both aircraft and they were looking. I issued again and they were looking again. Finally; the Hawker said he was getting a TCAS RA and climbing to avoid. Although we are a VFR Tower and the TCAS happened outside of our airspace; I should have turned the C172 west with a suggested heading as soon as I got on frequency; or turned the Hawker south when he was 8-10 miles out. The above reported TCAS is too common at SDL. My educated guess is we get at least 50 jets/turboprops a day on the JCOBS2 arrival. The JCOBS2 arrival generally flies right over the northeast practice area. I often wonder how 'practice areas' come to be. I don't see them on charts; they are just there and all the students and instructors know them. The northeast practice area has probably been there longer than SDL has been the major business jet airport for Phoenix metro area. In my opinion; one of them needs to be moved. Unfortunately; I believe it is just a matter of time before there is a midair between an aircraft on the JCOBS2 and an aircraft inbound or outbound from the northeast practice area from SDL or DVT.




Synopsis: SDL Controller described a TCAS RA experienced by an inbound IFR corporate jet on the JCOBS STAR and a VFR departure aircraft. The reporter indicated that this type of event is all too common in the the subject area.
Date: 202112
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Balloon
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Corporate
Reporter function: Pilot Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: Making an approach to a field for landing; our hot air balloon; at rooftop height; the balloon caught a down draft. Heated the envelope to mitigate the down draft but just caught the edge of the roof lightly. Damaged 3 to 4 roof tiles; then landed safely in the designated field. Went back to talk to the house owner who was very understanding. we have arranged and paid for a roofing company to come out to repair.




Synopsis: Pilot reported wind gusts during landing forced the balloon into a building; damaging some roof tiles.
Date: 201208
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Workload; Time Pressure; Distraction
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: We flew the new FRDMM ONE RNAV arrival into DCA. It has four speed changes and 13 altitude restrictions; many of which are between an upper altitude and a lower altitude. Some of the points are there to make it a sentence; which further clutters up the already busy arrival plate. Some of the numerous restrictions are written above the line and some are below the line. Because the of the many altitude and speed restrictions; keeping track of progress with a finger could cause you to miss a finger covered restriction below the line. Compliance with the overly complex arrival in a non-VNAV equipped MD80; with a tail wind is a real struggle. I'm sure it make things easier for ATC; but it brings both pilots' scan inside the cockpit. Arrivals like this promote automation dependency in complex airplanes and put an enormous burden on pilots of less complex aircraft.Simplify this arrival. What are the actual requirements? Don't try to fly my airplane for me. It's very hard for me to believe that ATC needs us between 13;000 and 12;000 at any point; for instance. I'll bet what is normally needed is us to be in the descent toward 6000 FT; but at or above 12;000 at that point. If I have the proper equipment on board; it would be easy to mis-type a between type of clearance. Do you really need us to slow to 270 at FORGT or are you just trying to ensure that we are at 250 at ALWYZ? When you dictate that we slow down; you are making it harder for us to descend. Pilots also need to be looking out for traffic and not entirely being dependent on ATC.




Synopsis: An MD-80 Captain expressed his concerns regarding the complex descent profile on the FRDMM RNAV STAR into DCA; expressly addressing the difficulties of complying with the multiple and complex altitude and speed restrictions in an RNAV eligible aircraft which is not equipped with VNAV guidance.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I am not sure if the original controller actually meant to send us direct to ZZZZZ or to ZZZZZ1 but I believe having the controller spell it and confirm the fix when there are two very similar sounding on a flight plan would help.




Synopsis: A320 Captain reported a communication breakdown with ATC in regard to route clearance.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At a cruise altitude of FL370; the Captain noticed the ALTN light illuminated near the right engine Electronic Engine Control (EEC) switch on the overhead panel. There was no associated EICAS message nor did the autothrottle disconnect with the apparent mode switch of the EEC. The crew discussed the indications and followed QRH procedures. During the subsequent descent in a busy ATC environment; the right engine primary indications (N1 and EGT) began fluxing rapidly and the right engine secondary indications (N2 and FF) increased toward the upper limitations of the normal operating ranges. At approximately 12;500 ft MSL; the thrust generated by the right engine with the throttle at idle prevented further descent and began impacting aircraft controllability. With no further relief available via the QRH and aircraft fuel state an increasing concern; the crew coordinated with ZZZ approach to receive a block altitude assignment and shut down the right engine in accordance with the QRH. Approach Control then vectored the aircraft in IMC conditions (rain showers) for an ILS to runway 8R. Before the malfunction and engine shutdown; the crew had planned for an RNAV GPS approach to runway 8L.




Synopsis: B767-300 flight crew reported an inflight engine shut down and immediate landing after the right engine EEC failed.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport
Primary problem: Airport

Narrative: As I was turning into the gate; with marshallers present; a Company baggage truck and one cart drove underneath the nose of the aircraft; probably less than 10 feet from contact.  If the First Officer had not told me to stop we would have hit him.  It was the most blatant unsafe ground equipment driving I have seen in 29 years.  Airport OPS person met us and told me it would be 'very difficult' to track down the driver.  He should not be working on an airport. Unsafe operation of ground equipment. Find him and fire him.




Synopsis: Air carrier Captain reported a baggage cart drove under the nose of the aircraft while being marshaled in; resulted in immediate braking.