elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Instructor; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Manuals; Procedure
Primary problem: Procedure

Narrative: A heavy jet was on Visual Approach to Runway 8R straight in on about 10 mile final. This aircraft was being worked by Final Center sector. Aircraft X was on the downwind for Runway 8L. I was conducting training on Final North as he turned Aircraft X south bound for the Visual Approach; [trainee] told Aircraft X that there was traffic on the south runway. When Aircraft X said field in sight [trainee] cleared him for the Visual Approach without giving him the 30 degree turn to final and the pilot flew past the final and got in the wake remnant of Aircraft Y.Next time I will ensure that my trainee understands the importance of the 30 degree turn to final to prevent this situation from happing again.




Synopsis: I90 TRACON Controller's trainee did not use proper procedures to ensure wake turbulence separation between successive arrivals.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received cabin altitude warning at 10;000 feet. Returned to [departure airport] and landed uneventfully overweight. Cabin auto 1 on MEL placard. Auto 2 failed to pressurize aircraft.




Synopsis: B757 Captain reported returning to departure airport after the aircraft failed to pressurize.
Date: 201909
Local time of day: 0601-1200
Location: FFZ.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; Thunderstorm; Turbulence; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B PHX
ATC / advisory: Tower FFZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; 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 Clearance
Contributing factors: Airspace Structure; Weather
Primary problem: Weather

Narrative: Departed Falcon Field from 22R flying straight out with a slight deviation to the NE while heading to a plotted way-point the plane was lifted in a turbulent updraft of approximately 2000ft per minute. While trying to maintain control of the aircraft and stabilize my flight I may have entered the lower section of the Class B 5000-9000 shelf directly to the east of falcon field before getting under the 7000-9000 shelf. I was fully aware of the airspace along my route and my intent was to remain under the class Bravo airspace. When I encountered the updraft my focus was on controlling the aircraft and preventing any damage. By the time the event was over I realized I was in the bravo and made immediate corrective action to clear the airspace.




Synopsis: GA pilot reported uncontrollable climb from turbulent updraft; resulted in airspace deviation.
Date: 201407
Local time of day: 0601-1200
Location: PLU.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G PLU
ATC / advisory: CTAF PLU
Second aircraft: M-20 Series Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Immediately following takeoff; a Mooney; not utilizing the CTAF frequency; crossed midfield at approximately 300 FT AGL in front of our aircraft. The pilot of the Mooney executed a tight pattern and rolled onto final as another Skyhawk was on the takeoff roll. I warned the pilot of the Skyhawk that was taking off; to level off to avoid the Mooney. The Mooney passed directly over the Skyhawk at less than 100 vertical FT. The Mooney pilot never made radio contact.




Synopsis: C172 pilot taking off reports a Mooney approaching from the opposite direction and 300 ft. AGL without communicating. A second C172 taking off has an even closer call.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fan Reverser
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors; MEL; Procedure
Primary problem: Human Factors

Narrative: During Preflight we noted that the Left Thrust Reverser was MEL INOP. White Placard in Logbook and sign off. We noted the MEL and sign off. We took off to ZZZ enroute we got a ACARS Message to divert right to ZZZ1 that the lockout on the left TR was not done correctly inflight deployment could occur we got direct to ZZZ1 and Landed. Gave plane to Maintenance.Plane had flown for a few days and somehow someone figured out that the Lock was not done correctly. Flight crew followed MEL and it was good to them. Make sure job is done right the first time.


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


Synopsis: B757 flight crew reported a thrust reverser was not deactivated properly.
Date: 201505
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Cleared for takeoff on the EWR1 SID from Runway 22R at W behind a 767. During the takeoff we seemed to be affected by wake turbulence. Captain made a slow turn to 190 in order to remain clear of any wake turbulence once airborne. The delay kept us right of the intended course and we initiated the turn to 220 after 2.3 DME.As pilot monitoring I should have been more vigilant and assertive in directing the proper heading at the proper time.




Synopsis: B737-700 First Officer reported deviating from departure track out of EWR when they encountered wake turbulence in trail of a B767.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Navion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: PA-25 Pawnee
Aircraft component: Aero Charts
Component problem: Improperly Operated
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Workload; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Enroute to ZZZ; I tuned to ZZZ's UNICOM and it sounded like the pattern was very busy. [I] decided to change plans and go to ZZZ1. I got airport information from the sectional map and noticed *RP. As I approached the airport; I could hear transmissions from a Piper Pawnee departing Runway XX towing a glider. I announced entering a right downwind for Runway XX; then base Runway XX; and final Runway XX. About mid-final; the tow plane announced left downwind Runway XX. I saw the tow plane heading [towards the] opposite direction above me at about my 11:00 position. I looked inside for a few seconds to complete my final GUMP check. The tow plane announced left base Runway XX. I saw the tow plane about my 9:15 to 9:30 position approximately 300 ft. laterally and 30 ft. to 40 ft. above me. At that point I realized I must not be transmitting. As I started to do a go-around; UNICOM announced; 'You have traffic.' He replied; 'Thank you;' and immediately entered a climbing right turn. I did not try to troubleshoot the radios at that critical phase of flight. I did not feel it was safe to go around and enter the traffic pattern considering the other aircraft in the area and not being able to transmit.When getting airport information from the sectional I failed to notice the asterisk next to 'RP' and assumed right traffic. Right traffic is for gliders and gyrocopters. Airplanes use left traffic. At airports where both left and right traffic exist; I would suggest simply putting 'TP' for traffic pattern. That way neither can be assumed and would require further research. After entering CTAF in com1; I noticed the 'com1/com2' transmit selector was already in com1.I failed to adequately research airport information. I failed to manage my radios. I failed to ensure communication with UNICOM and traffic. It won't happen again. I enrolled in a ground school and I am getting additional instruction.




Synopsis: Pilot reported misinterpreting the airport charts and as a result; the airport's traffic pattern; resulting in a near midair collision.
Date: 202201
Local time of day: 0601-1200
Location: P80.TRACON, OR
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C PDX
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Weather

Narrative: Weather at PDX was at minimums for ILS CATI with autoland not available due to 5G Tower location. Visibility 1/4SM with Tower also reporting visibility at 1/2 mile on ATIS. Approach Control reported 10R RVR below requirement and 10L 6000+ RVR. We elected to proceed with ILS 10L. Nothing seen at minimums; missed approach and received radar vector to wait for weather to improve. 10R reported above RVR requirements; proceeded with ILS 10R. After FAF; Tower reported RVR slightly below requirements. We proceeded with the approach as we were beyond the FAF. Approach lighting system visible at missed approach point; runway visible slightly before 100 ft. AGL. Fix the 5G issues! This is adding a lot of additional workload and safety hazards to flights that should be easy utilizing a proven safe autoland system.Also; the PDX ATIS I was unclear as to what the visibility was - 1/4 or 1/2 mile. Would have preferred latest RVR.




Synopsis: Air carrier Captain reported operational difficulties at PDX related to restrictions in place due to the proximity of a 5G tower.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Object; Ground Incursion Taxiway
Detector: Automation Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared to taxi. My mental picture of the taxi was to the end of Taxiway A and right turn on the runway. I called for below the line after being cleared to takeoff. When we should have turned onto the runway; the checklist item required me to check the engine instruments. When I looked back up we noticed we should have turned. We informed Ground and they said continue on [current taxiway] and turn around on the ramp and taxi back. We asked if the taxi was stressed for our aircraft. While standing by we contacted our Ramp Maintenance to tow us. Ground Control came back and gave us taxi instructions to continue on [current taxiway] that our company aircraft just did the same thing. We proceeded as instructed. After turning around and back on to taxi A; we were told that we took out a taxi light. We then taxi back to gate to have gear inspected. No damage was found. Then continued flight. Both heads down in cockpit while aircraft was taxing.




Synopsis: Air carrier Captain reported being distracted by checklist items during taxi resulting in a taxiway incursion and contact with a taxiway light.
Date: 201701
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During take-off a gust of fumes entered the entire cabin. I asked [the crew] who also experienced the same odor. [Another FA] notified flight deck. Flight deck advised returning to the [departure airport].


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


Synopsis: Cabin crew reported strong fumes in the cabin after application of takeoff power; that resulted in a return to the departure airport.
Date: 201708
Local time of day: 1801-2400
Location: ATL.Airport, GA
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was made aware that an engine was not properly secured after a flight with flight crew not in the immediate area. In trying to recall the events of that flight; I cannot recall specially if we shut the engine down or not and if an appropriate checklist was completed or not. I [did] know that this was the last leg of a four day and I was hoping to catch a flight home; and was feeling rushed to complete tasks so that I could duty out. It is likely that in my haste to pack things up and get out of the cockpit as quickly as possible; that we missed shutting down one of the engines and forgot to complete a checklist. I remember saying my goodbyes to the captain still sitting in his seat as I left the aircraft; whom I presumed would run the power down checklist. Also in my haste I forgot to do a post flight walk around. During the course of the trip; the captain had done a handful of post flights for me after taking a smoke break outside. This break from my usual flow; and added to my haste to catch a flight caused me to forget to do a post walk around that would have surely caught an unsecured engine.The main undesired state in this event was having an engine running without flight crew present. This was caused by being hurried and rushed to try and get the aircraft secured and shutdown as quickly as possible which resulted in errors of not properly completing checklists.Specifically for commuting pilots; or pilots trying to get home fast; there is a sense of get there as quickly as possible. These moments should be recognized for their propensity to cause mistakes. Normal items that you do daily with regularity can be overlooked. In the future I will tell myself in these situations that nothing is more important that the safety of those on board and on the ground; and to just slow down and make sure everything is completed per the checklist and our OM.




Synopsis: CRJ-200 First Officer reported they failed to complete power down checklist resulting in the engine operating with no flight crew onboard.
Date: 201604
Local time of day: 1201-1800
Location: MCO.Airport, FL
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: TRACON F11
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach into MCO we were initially assigned runway 17L. We requested 18R and were told it was on request. The ILS frequency for 17L was Nav1 primary and 18R was secondary. Approach subsequently cleared us for 18R with a heading of 210 to capture. SIC reprogrammed the FMS for 18R. I didn't realize that he had already switched my Nav to 18R and I accidently reselected the ILS for 17L. I had selected Nav and armed approach mode. The aircraft began to capture ILS for 17L. I could see from the MFD that we were not in correct position for capturing 18R. In order to correct the error; initially; I pressed TCS and manually began to turn the aircraft towards a proper intercept course for 18R. I stated to my copilot that the configuration wasn't right because I could see on the MFD that we were left of final approach course but my ILS showed we were well right. The SIC then reverified frequencies and discovered the left ILS was still on 17L. He switched to 18R. ATC noticed we weren't capturing ILS and gave us a heading of 210 to intercept. While I was hand flying with TCS engaged; I deviated slightly in altitude and speed but corrected both when ILS 18R was re-engaged. ATC made no mention of the event and the rest of the approach went normally.Pilot monitoring could have verbalized that he was switching Nav to ILS for new runway. I should have verified the switch had been accomplished before manually selecting the Nav frequency myself.




Synopsis: Air taxi Captain reported that while on an ILS approach to MCO; the FMS was programmed for Runway 18R; but had the localizer for Runway 17L on the left Nav radio. The Copilot switched it to the Runway 18R frequency and the approach was successfully completed.