elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 1801-2400
Location: DAB.Airport, FL
Aircraft: PA-28R Cherokee Arrow All Series
Flight plan: VFR
Flight phase: Other VFR Traffic Pattern
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working LC2 I had up to 8 aircraft in the VFR traffic pattern. During that time; several aircraft disappeared from my STARS TDW or appeared in places they were not. One aircraft in particular; PA-28R; I visually observed on the right downwind to Runway 7R (about a 250 heading). For at least one or two RADAR returns; PA-28R's target appeared to be heading 160 at 170 KTS about a half mile South of where he actually was. Other aircraft simply vanished from the TDW all together as if they weren't there. I notified the Supervisor who informed me they had changed RADAR channels earlier in the day with no improvement. Although visually identifying aircraft out the window is the primary method for running the traffic pattern; inconsistencies on the TDW cause a lot of confusion. Also; a half-mile jump in a target's position could mean the difference between having separation and not. Fix our equipment whether the problem lies with FUSION; our ASR-9; or STARS in general. This kind of presentation is UNACCEPTABLE AND DANGEROUS.




Synopsis: DAB Controller voiced concern regarding the STARS TDW equipment indicating targets are not displayed accurately; unsure if the problem is caused by FUSION; the ASR-8 or some other equipment anomaly.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Over the 10 DME fix on the ILS; we had a strong rain shaft at an 8 DME from the runway that we had to fly through which looked like it was stable but had very strong 20Kts+ windshear gain. Before we  entered the PF (Pilot Flying) determined to try to get configured partially for the approach which is also SOP and I had no  objections we selected Flaps 1 at 210kts and after they were set we entered the rain. As we descended I called out rising airspeed; at that time the PF already had Spoilers deployed and thrust levers at IDLE; he called for the gear after we couldn't stabilize the airspeed and reached around 237 kts before the gear was able to assist in slowing the aircraft. The flaps continued to work for the rest of the approach and had no issues getting on the ground. The weather was due to the developing Nor-Easter in the area and we were the first aircraft to report the 20kt+ gain on final.We could've called for the gear sooner when I noticed the speed increase but not sure if that would have even stopped the gain it jumped quickly and suddenly from 210 to 228 to 238.




Synopsis: An ERJ-175 pilot reported windshear on final which resulted in a 20 kt increase. Speed brakes and landing gear were extended to regain a stable profile for landing.
Date: 201206
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 3
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Weather; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Departing Runway 24 TEB on the RUUDY 4; we crossed WENTZ Intersection at 2;000 FT instead of 1;500. The incorrect altitude had been set. Upon checking in with NY Departure we realized the mistake and Departure issued instructions to descend to 1;500. Once at 1;500 we were immediately given instructions to climb to 6;000. In giving the instructions ATC said we needed to be more careful flying the departure. We noticed immediately followed by ATC instructions to descend. During taxi we were instructed to contact Clearance Delivery for a reroute. The reroute was quite different and required a fair amount of changes to the FMS. As we reached the hold short line Tower immediately cleared us for takeoff. We did not take adequate time to brief the departure and misinterpreted the altitude. Never allow yourself to be rushed; especially after last minute changes given to your flight plan.


Second narrative: Late night flight; IMC; weather; feeling the pressure to get off on time; given new ATC clearance on taxi out. We became pre-occupied with getting the new clearance into the FMS. Although we reviewed the departure; it was brief and it was a little difficult to see chart with night vision being interrupted by cockpit lighting. I also felt rushed by Tower and my own personal pressure to depart on time.


Synopsis: A CE525 departed on the TEB RUUDY 4 following an extensive ATC reroute during taxi and subseqent FMS reprogramming but forgot to level off at 1;500 FT and were told by ATC at 2;000 FT to descend.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Strong foot/sock odor/ fume on approach to landing in flight deck and fwd cabin. Continued to gate and wrote up discrepancies and contacted company/on-call Chief (Pilot). Crew noticed no medical degradation.




Synopsis: EMB-175 Captain reported detecting 'strong dirty socks' odor in the flight deck and cabin during initial approach.
Date: 202105
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Ultralight
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
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; Procedure
Primary problem: Procedure

Narrative: We were flying at 1;500 feet and to our surprise as we were coming out of a turn; there were two ultralight aircraft slightly higher than us approximately 500 feet horizontally from us in class E airspace. When we came out of a turn; we saw them and took evasive action immediately.




Synopsis: Instructor reported taking evasive action when two ultralights maneuvered too close in ZJX Class E airspace.
Date: 201706
Local time of day: 1201-1800
Location: SFO.Airport, CA
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SFO
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: We were assigned an inbound arrival and I was a wing walker. While the aircraft was taxiing to the gate; aircraft was turning right onto alleyway taxi line when employees in a tractor driving west on the vehicle service road failed to yield to aircraft and kept driving west. The aircraft made an abrupt stop to prevent collision with the tractor. The employees kept driving west on the vehicle service road after the near miss. After completing the arrival assignment; I went to question the employee driving the tractor why he did not stop for the aircraft. His answer was; I did not know the aircraft was going to turn. His answer and action are unacceptable! I reported the incident to a safety advocate; she only told me to [write a report]; nothing else... I also reported to a supervisor; nothing was done.




Synopsis: Ramp Agent reported a ground conflict between an aircraft and a tug that failed to yield as the aircraft turned into the alleyway.
Date: 201812
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
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
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We pushed from gate. We were told to hold engine start. We then needed clearance back to gate because they improperly loaded our Hazmat material. 15 minutes later as we were trying to get towed to a new gate. They called and magically said It's all good. You can continue. The warm and fuzzy did not come back and both the Captain and I wanted confirmation that the material was stored correctly. So; we started the engine taxied to another gate and ground popped the cargo door and confirmed or corrected the loading.




Synopsis: A319 flight crew reported ground delay due to Hazmat cargo improperly loaded.
Date: 201510
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Other Parked pre-departure
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Prior to pushback I received a Hazardous Material (HAZMAT) notification via ACARS printer that said we had 350 lbs of lithium ion batteries onboard embedded in equipment shown as computers and cellphones. I contacted dispatch and they patched me through to the HAZMAT specialist. HAZMAT specialist said all they showed was 'Miscellaneous HAZMAT' onboard with no mention of lithium ion batteries. I ordered all of the batteries removed. Ops had the cargo containing the Lithium Ion batteries removed and we departed uneventfully.




Synopsis: A B777 Captain reported an international station attempted to load 350 lbs of lithium ion batteries onto his flight.
Date: 201811
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Dispatcher
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: First Officer flying leg. Captain [was] Pilot Monitoring. Current ATIS in DEN wind 070/08 10SM OVC 005 temp -06/-07 altimeter 30.24. No braking action given by ATIS or Tower when cleared to land Runway 35L. First Officer flew good approach and broke out at about 700 AGL. Good touchdown and brake setting 3. Full reverse thrust and aircraft started to stop normally. Between 80 and 60 knots; crew did a positive transfer of controls.Aircraft was slowing down and high speed M6 was available with speed under control. As soon as aircraft turned onto M6 the aircraft hit a large spot of black ice and the braking went to zero with no control with nose wheel steering.Reverse thrust was initiated but delay in engine spool up resulted in some but little effect. The aircraft slid off the taxiway and came to a stop. Tower was notified and emergency vehicles responded. No injuries and no reported damage to aircraft. Passengers deplaned by buses and dropped off in terminal.


Second narrative: The nose gear and right main gear of Aircraft X went off of the high speed taxiway when the flight was exiting Runway 35L.A NOTAM for icy taxiways at DEN was issue. I could find no NOTAM for taxiway conditions on the crew's NOTAM report.The above NOTAM was issued as I was dealing with a [out of duty time] issue on flight. I was attempting to contact the crew and [departure airport] Ops to prevent the flight from pushing. The crew did not respond to me or [departure airport] Ops and pushed anyway. Aircraft X landed at DEN without incident.DEN was under a 1st Tier company ground stop.


Synopsis: B737 pilot and Dispatcher reported an aircraft that slid off the taxiway after landing due to ice.
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Oil Contents Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Airspace Structure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: During takeoff; just at rotate; I noticed the number 1 engine oil quantity rapidly decreasing towards zero. At gear retraction oil quantity read zero. We requested vectors with tower for a return to the field. We climbed to approximately 4;000 feet and at level off the quantity fluctuated between 0 and 30 percent. Oil pressure was normal during climb out and at level off. The oil quantity eventually stabilized at 30% and all other engine readings were normal. We elected to [advised ATC] and leave the engine running for the return. After clearing the runway we shut down the No. 1 engine for the taxi back to the gate. After takeoff we climbed to the assigned heading and leveled off to assess the situation with the engine. The heading initially pointed us towards a TFR. ATC directed us to turn towards the north to avoid the area. While assessing the situation we missed the call for a turn. I don't think we penetrated the TFR but we perhaps could have turned a bit sooner. We were a little task saturated trying to assess the malfunction.


Second narrative: During rotation on takeoff the left (1) engine oil quantity decreased to zero. Continued climb to a safe altitude and requested a return expecting an engine failure. The engine did not fail and the oil quantity bounced between 0 and 30 percent. While receiving vectors after takeoff we were required to turn north to avoid a TFR for a local air show. With a running engine we received vectors for time to run checklist and plan for an overweight landing. That completed we [advised ATC] with both engines running landed safely. After landing we shut down the left engine and taxied to the gate.


Synopsis: The flight crew of a B737 experienced a loss of oil quantity indication during takeoff. While preparing for a return to the field; they received a turn away from a TFR that may have been delayed due to their running of the checklist.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: On a visual approach; ATC instructed us to contact Tower at the FAF.  After touching down; I realized that I didn't contact Tower.  I quickly swapped to Tower and received Tower's instructions to taxi to the ramp with him.Threats1.  Long duty day (12+ hours)2.  Time of the day (X:XX a.m.)3.  No other aircraft on frequency; which is unusual.  Usually; you are hearing all the other aircraft swapping frequencies.  However; this was late at night during COVID-19 times with less traffic.4.  Previous Maintenance issues; Flight Attendant issues; return to gate event; and aircraft swap; which delayed flight three hours.  We could have discussed that we needed to be extra vigilant on arrival and approach due to the long duty day; time of day; and previous Maintenance issues. Another possibility is that since no one else was on Approach or Tower frequency; the Tower could have reached out to Approach to contact us.




Synopsis: Air carrier First Officer reported landing without a clearance; citing fatigue and scarcity of other aircraft operating due to COVID-19 reductions as contributing.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Troubleshooting; Workload; Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Environment - Non Weather Related

Narrative: First day back after being off for two weeks for COVID-19 quarantine; we don't even have half of our normal staffing which is already low due to COVID.  Total number of CPC's for the day is only 6 when normally it would be at least XX.I get put on the LC1 position with no assist or LC2; I was told that there was a CFR [Call For Release] in effect for ZZZ.  It ended being super busy and it seemed like there was no flow put in place; we were pretty much operating business as usual.  I did not receive much spacing on final and I even had to send an aircraft around because of an overtake and lack of runway separation.  Approach also sent in an uncoordinated early turn IFR jet from the north east; I had to adjust his flight path to de conflict him from the [aircraft in the] traffic pattern and from a departure I had rolling on [Runway] XXR.  This created another conflict with another arrival they had doing 180 kts that they never slowed down.It was pretty overwhelming to work that volume/complexity of traffic after two weeks off and not being able to ease back into the work flow; especially when we have limited staffing/positions open and with TRACON not following the LOA's and traffic flow directives.We are going to be operating in this limited capacity working 6 days a week 10 hours a day for the next week.  There needs to be better communication and an understanding of the unfortunate circumstances that we will be working under for the next week.  It is completely unsafe to operate business as usual and I'm hoping there will be better coordination going forward.




Synopsis: Tower Controller reported an airborne conflict resulting in an aircraft having to execute a go-around. Controller cited staffing and traffic volume as a contributing factors.