elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1801-2400
Location: DFW.Airport, TX
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: Tower DFW
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Shortly after departure around 1;000 feet AGL we encountered wake turbulence from a previously departed A321 on Runway 17R. The aircraft was about to enter an unusual attitude and the stall shaker was momentarily activated. I was the flying pilot and I did a stall recovery procedure and turned left away from the turbulence and advised ATC. The flight continued without further issue. Suggestions: more separation between departing aircraft.


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


Synopsis: Embraer jet flight crew reported encountering wake turbulence departing DFW in trail of an A321. Crew suggested increasing separation on departure.
Date: 201510
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I was Pilot Flying (PF). Approach controller assigned us 180 KIAS to (the 7 mile fix) which we complied with. Called for gear down at the fix and normal flap extensions and the before landing check which was performed normally. At 500 HAA called '500 to go' and Pilot Monitoring (PM) responded appropriately. On landing rollout I heard another flight being assigned a speed to (the 7 mile fix) and realized we were still on the approach frequency. I also realized that the speeed assignement was the last transmission we had received from approach; that is; they did not hand us off to tower. As soon as the Captain (CA) took the flight controls below 80 knots I switched to Tower and we were issued a hold short instruction for the parallel runway and asked our gate. No mention was made of landing clearances and the flight was completed uneventfully. The landing runway was clear and no conflicts had occurred.This (early morning) flight was the first flight we had performed using the all new SOPM and checklists. We had made several minor errors earlier in the flight as we used the new procedures and checklists. The new procedures and checklists were a significant source of distraction and confusion during all phases of this flight except cruise. I attribute our both not noticing that we had not been handed off to Tower and that we had not heard a landing clearance to the general air of newness; unfamiliarity and distraction caused by the new procedures and checklists that we were using for the first time on this flight.We were both being methodical and diligent as we used the new SOPM and checklists; and had discussed how we would do that earlier in the trip - not hurrying; and stopping if necessary if unsure. This is probably what all flight crews are doing on this first day of these new procedures; callouts and checklists. We had both read the new SOPM and checklists cover to cover during this trip and spent several hours discussing them.  Besides practicing the new flows; callouts and checklists first in an FTD or simulator I'm not sure what else we could do to avoid recurrences of events of this nature when trying to suddenly adapt to all new procedures during regular line flying.




Synopsis: CRJ-700 First Officer reported landing without a clearance; citing distraction of new checklist procedures as contributing.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: Similar call sign issue. I was in training. These two call signs are often on the same frequency at the same time; and have been submitted as a problem before. A B737-800 was the inbound; I believe; and a B757-200; the departure. The arrival was taken off the STAR as a vector behind traffic. When I shipped the outbound to another facility; the wrong aircrat answered and I did not catch the bad read back. When I tried to vector the arrival back onto the STAR; the action was delayed because that aircraft had changed to the other facility's frequency. No loss or issue with other aircraft resulted; but it definitely increased the complexity and frequency congestion when there was confusion between the two aircraft. Recommendation; change these call signs ASAP.




Synopsis: TRACON Controller described an unsafe condition resulting from similar company flight numbers operating within the same airspace at the same time.
Date: 201505
Local time of day: 1801-2400
Location: DTO.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D DTO
ATC / advisory: Tower DTO
Second aircraft: Cessna 152
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in the pattern on a left downwind for Runway 36 following a company C152. I was instructed to follow this C152 and I did that. The Tower Controller cleared me to land on Runway 36 behind the Cessna in front of me; not informing me I was number 4 to land at this time. Another aircraft came in from my right on an extended base; making two aircraft on base at this time and I was unsure as to who I was following. The two aircraft were close; and the Tower Controller was unsure who was who. Both of the Cessnas turned final; and as the #1 traffic was on short final; the following aircraft was told to 'fly eastbound;' instead of telling the individual to go around without naming an N number. The controller lost separation between the two aircraft and struggled to sort the situation out. They used improper terminology to issue a go around and the aircraft was confused as to what to do.




Synopsis: C152 pilot reports a conflict in the pattern at DTO and stated they felt improper ATC procedures were a factor.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out; at approximately 7;000 FT MSL; our Number 1 Engine failed; accompanied by a loud bang; fairly violent shudder of the aircraft and flames from the tailpipe observed by flight attendants. We declared an emergency; turned to a downwind for Runway 26 at our departure airport; and accomplished QRH procedures for Engine Severe Damage/Seizure and One Engine Inoperative Landing. The flight attendants and passengers were informed and told to expect a normal landing and taxi to the gate. A visual approach was flown to Runway 26; and we taxied clear; stopped; and had fire department personnel inspect the aircraft before taxiing to the gate. First Officer; flight attendants; ATC; company operations and airport CFR personnel should all be commended for outstanding support and coordination during this incident. After arrival at the gate; I spoke with Dispatch; Maintenance Control; and the Chief Pilot on Call on a conference call and answered their questions. A logbook entry was made.


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


Synopsis: A B737-700 declared an emergency and returned to their departure airport following failure of the left engine shortly after takeoff.
Date: 201902
Local time of day: 1801-2400
Location: JFK.Airport, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X landed 22L and exited the runway. Aircraft X advised LC1 they have hot brakes. Cab Coordinator and Controller in Charge made calls to roll the trucks. Aircraft Y was on the ILS 22R. Ground Control 1 advised there were trucks on 22R that were not in communication with ATC. Everyone made a blanket transmission to attempt to get a hold of the trucks. After several failed attempts Aircraft Y was told to go around.Not one of the trucks (maybe 5-6 of them) showed up on the ASDE-X. No primaries; nothing. If the visibility was low this most definitely would have resulted in an accident. The ASDE-X has been acting up for several months now; with an upcoming major construction project this needs to be fixed. Driver training to include local ATC. I don't know who teaches these driver classes but it might be a good idea to include ATC on it in some way.




Synopsis: JFK Tower Controller reported emergency vehicles on the runway were not in communication with ATC and not visible on ASDE.
Date: 201603
Local time of day: 1201-1800
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out the FAs noticed an odor in the main cabin that smelled like dirty socks. Informed the Captain and he said he would go through his checklist. The air quality in that area did improve; but as we started our initial descent the odor came back even stronger. It felt like it was burning the inside of my nostrils and throat. My mouth had a metallic taste to it and my eyes were irritated. It was definitely stronger in the back of the aircraft. We informed the Captain once again and he said he wrote it up in the logbook.After deplaning; we spoke with the Captain and the mechanics about what had occurred. We then went and spoke with the Inflight Supervisor. He provided us with the information on what to do when this happens. At that point and time my nasal passages and throat were still irritated. I got on my commute flight and by the time I landed my voice was very hoarse and my nasal passages felt worse. Concerned for my health; I went to the emergency room for a complete check-up. My symptoms were: sore throat/hoarseness; metallic taste in my mouth; nasal passages are irritated; headache; blurred vision; and blood pressure was 203/126. The doctor preformed a carbon monoxide test and blood work. I will follow up with my doctor concerning the blood work and supervisor with any new information.Figure out why this keeps happening.




Synopsis: A321 Flight Attendant reported she went to the emergency room after arrival because 'dirty sock' fumes in the cabin had caused troubling symptoms.
Date: 201701
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon descending... during final cabin prep for landing. I was made aware of a smell in the back of aircraft. It began to travel forward to the front of aircraft. Not only did Flight Attendants (FA) smell that strange smell (dirty sock)... passengers asked as well: 'What is the strange smell?' We are instructed to report such to flight deck. So everyone said... go report to flight deck and we will finish walk through. We all felt strange. The flight deck said they smell it too. My head started hurting and my eyes felt strange... my chest had a little pain and a little daze. The [other Flight Attendants] tasted something metallic in their mouths and throats. After landing I did my arrival procedures... Verified; stand by for all call ...some of the Flight Attendants sounded weird... sluggish. I felt strange as well. Start feeling less light headed when were on the jet way.I don't understand how to eliminate fumes. The pilot said once they smelled it they put on their oxygen mask. I believe we should be trained to apply oxygen to ourselves so... we need nothing to affect our ability to respond. As stated the [other Flight Attendants] sounded weird or sluggish on PA. So we should have put of portable oxygen mask as well when a fume incident occurs.


Second narrative: 15-20 minutes before landing we had strong cabin odor/fume that all 4 Flight Attendants (FA) smelled at the same time and never smelled before. A FA contacted Captain to complain of odor. The F FA said passenger in front of her seat noticed smell also. Felt pressure on my chest during descent. After landing felt very light headed; disoriented and shaky after deplaning. Paramedics met flight and did vitals. Whole crew went to the hospital upon Captain's suggestion. I had EKG; chest x-ray; arterial draw testing for neurotoxins and blood pressure. My blood pressure was 188/98 and 185/92 which is very high for me. Never had blood pressure issues. Concerned for my health for chemicals in uniforms and toxic fumes from job. My carbon monoxide level was 5 which they questioned. The smell on aircraft was very strong and different from anything I have ever smelled. To me the smell was like very stale musty air.


Synopsis: A321 Flight Attendant crew reported a strange odor on the aircraft during descent; all crew members affected and went to the hospital. Lead Flight Attendant recommended that they should also be trained to use portable oxygen during fume events.
Date: 201901
Local time of day: 0601-1200
Location: BWI.Airport, MD
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BWI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were taxiing from the deice pad to Runway 15R. We were initially instructed to taxi via taxiway U T E hold short of taxiway P. Then our instructions were U hold short of P for the Embraer taxiing left to right. Then we were instructed to taxi via taxiway U P and hold short of taxiway D. We held short for a minute or so; then we were instructed to taxi to Runway 15R via taxiway P. I pointed out an aircraft on short final to Runway 10 and kept a watch on it as it landed assuming Tower had told him not to exit at taxiway D; but staying vigilant all the same. As we started rolling by taxiway D I noticed the aircraft; an Embraer 145; begin to turn towards us on taxiway D. I called him out again to the Captain and was about to hit the brakes myself. Then I saw the Embraer come to a stop on the runway. I queried ground about who was giving way to whom; but never received a reply. As the Embraer had stopped we continued our taxi with no further incident.




Synopsis: B767 Captain reported a ground conflict developed at BWI airport following unclear ATC clearances.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Workload; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Prior to takeoff (active runways were 15 and 19); I was given taxi instructions by ground control to take taxiways kilo and charlie and then hold short of crossing runway 19. After I taxied to the hold short position; ground then subsequently instructed me to cross runway 19.Prior to crossing runway 19; I checked for traffic and noticed a Cessna on final for runway 19. As I could not determine how far the approaching Cessna was to touch down; my assumption was that ground control had considered proper separation before instructing me to cross.Upon crossing the hold line; I noticed the approaching Cessna perform a go-around and I immediately stopped taxiing. Although I crossed the hold line; I did not yet enter the runway. It was only then that I was instructed by ground control to stop. I reported back to them that I was stopped past the hold line but not on the runway.After the go-around Cessna continued flight beyond the charlie/19 intersection; ground instructed me to cross runway 19 and continue taxiing to my assigned departure runway.In the future; I will decline runway crossing instructions as necessary when I see an aircraft approaching on final.




Synopsis: A pilot was cleared to cross the runway and hesitantly began crossing but detected an approaching aircraft and stopped just over the hold short line. The approaching aircraft executed a go-around.
Date: 201912
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Time Pressure; Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Second time this month with pairing [number]. Each time; on day two; struggled with fatigue every bit as much as; or more than; if this was a bonafide all-nighter. [The] 6:15 ET pushback [was equivalent to] 3:15 Pacific Time. [I had a] 1:00 wakeup; [in] Pacific Time. I did everything I could reasonably be expected to; to compensate. I went to bed as early as possible before the trip. On the layover I got exercise; an early dinner; and went to bed at 20:00 ET. I used melatonin and earplugs but still slept fitfully. Feeling adequately - though marginally - well-rested for duty at the outset; I was still fighting microsleeps enroute. This in spite of coffee; espresso beans; and 5-Hour Energy.Both of the occurrences of this pairing on my line are immediately followed by a pairing whose day one operates too close to or past midnight; Pacific Time. That creates the need to keep myself up after release from duty between trips; in order to re-synchronize my circadian rhythm as best I can for the next day. The first time; that made for such a level of fatigue by bedtime that I felt physically ill. I was unsure I'd be fit for the next day; but I recovered.




Synopsis: Air carrier Captain reported extreme fatigue when assigned both early morning and late night flights.