elihoole/asrs-aviation-reports huggingface dataset:
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 7/8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial 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 Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was vectored while arriving the ZZZ terminal area. I  was established on V-XXX at 6000 feet MSL. I was instructed to fly a 240 degrees heading and to maintain 4;000 feet MSL. I read back 'Heading 240 maintain 4;000 feet.' Air Traffic Control did not correct my read back. I received a new heading of 220. Once reaching 4;560 feet MSL; ATC advised me of low altitude alert and to maintain 5;000 feet MSL. ATC said I was assigned 5;000 feet MSL. I was then vectored to join the final approach course for the Runway XX. The flight was completed without any more issue. No Brasher was issued.Air Traffic Controller assigned me 4;000 feet MSL. I clearly read back 4;000 feet MSL and ATC did not correct my read-back.




Synopsis: Small Transport pilot reported a communications breakdown between fight crew and ATC during approach descent. ATC mistakenly assigned 4;000 feet instead of 5;000 feet. Flight crew issued and complied with a climb clearance and completed flight with no further issues.
Date: 201501
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final 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)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; 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: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: Were cleared for Visual Rwy 01 at ZZZ. At about 600 feet AGL; experienced a 15 knot airspeed loss accompanied by Windshear Warning. Executed windshear escape maneuver. Notified ATC of windshear and going around.Tower told us to climb to 2000 feet and intercept ZZZ 328 radial. Exiting windshear at about 1200 AGL with max thrust; a light airplane; and a cold night; we had a correspondingly significant climb rate and were unable to level at 2000 feet. We peaked at 2400 feet before descending to our assigned altitude.I called Tower and said that we were returning to our assigned altitude. We completed the required checklists and returned for another visual approach to Rwy 01. Tower advised that subsequent aircraft had not experienced significant windshear. We completed an uneventful approach and landing. Maintenance was notified of the windshear escape maneuver and told that we were not aware of any engine exceedances or gear/flap overspeeds.




Synopsis: A CRJ-200 air crew executed a low level go around due to windshear. The aircraft flew through the level off altitude of 2000 feet due to light load. They returned to 2000 feet and executed an uneventful approach and landing.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: [I] received full weather briefing. [I] proceeded to Runway 31. Winds reported from 300 at 10. Cleared for takeoff; [I] applied full power. Aircraft began to veer to the left in spite of right rudder. Applied more right rudder but aircraft went into the grass and came to a stop when ignition shut off. There were no injuries.




Synopsis: An LSA pilot applied power and veered off the left side of the runway; in spite of right rudder usage to stop the heading drift.
Date: 202103
Local time of day: 1201-1800
Location: SFO.Airport, CA
Weather elements / visibility: Other
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On short final in SFO; while landing on 28R around 400 feet; we encountered severe wake turbulence from a 747 ahead of us landing on 28L. Executed a missed approach.




Synopsis: E175 Captain reported executing a go-around after encountering severe wake turbulence in trail of a B747 on approach to SFO.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On Date at approximately XA40 local time while conducting flight instruction at ZZZ I had a near miss with Aircraft Y while in the trafficI was conducting a flight lesson in Aircraft X; we were conducting touch and goes at ZZZ on Runway XX. We had already been established in the pattern for several laps and had announced on the downwind that we would be performing a touch and go. While on the roll off of Runway XX I heard Aircraft Y give a position report of '3 miles out for the downwind'. I continued my upwind leg; at this time I observed an ADS-B target on our Garmin 750 tracking toward us indicating that they were between the approach end of Runway XY and the left downwind of Runway XX. I heard Aircraft Y give a report of 'on the downwind' at this point my ADS-B system gave a collision alert; I immediately altered course to the right of the upwind leg while visually scanning for the aircraft. I was able to make visual contact and gave a position report of 'Aircraft X on the upwind Runway XX; I have the passing traffic in sight' Aircraft Y reported back with 'yup'. From my position it was clear that the other aircraft had entered straight into the downwind and looked to be below TPA of 1;700 feet. Had my student conducted a turn for the left crosswind a collision is likely to have happened. The rest of the flight continued without incident. I heard no position reports from Aircraft Y prior to their entry into the left downwind for Runway XX.In my opinion position reports prior to entering the airspace as well as entering the downwind at the recommended entry of 45 to the downwind would have allowed for better spacing and visual contact prior to having a near miss. In addition; I should have announced that my aircraft was 'On the roll; XX' to alert the aircraft that was new to the pattern that there were touch and go operations in place.




Synopsis: C172 instructor pilot reported an NMAC event during Touch and Go landing training. Flight Instructor executed an evasive maneuver to avoid a collision.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Filter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight crew consisted of an experienced 767 Line Check Airman in the right seat conducting re-qualification operating experience for a returning Captain in the left seat.Passing FL200 on departure we noticed L OIL FILTER EICAS message. Requested and leveled off at FL270 to conduct checklist procedures. Consulted QRH and ran applicable checklists while turning back west toward potential divert fields. We descended to FL210 for single engine cruise while evaluating our divert options. Left engine was shutdown IAW checklist when message remained displayed. We consulted with Dispatch and Maintenance and selected ZZZ as the best suitable airport. Considerations included familiarity with airport; OE Captain's recent simulator training at the airport; weather; availability of long runways; winds; and time available to completely brief the abnormal approach and landing. We declared an emergency and requested CFR with ATC; briefed the flight attendants and made a PA to passengers. We made an uneventful; overweight; Flaps 20 landing to RWY XXR; made a logbook entry.  CFR performed a post-landing inspection and reported no visible irregularities. Taxied back to the gate and deplaned normally.




Synopsis: Following receipt of an L OIL FILTER [bypass] EICAS message; the flight crew of a B767-300ER performed an inflight shutdown; declared an emergency and diverted to the nearest suitable airport where they made an uneventful overweight landing.
Date: 201504
Local time of day: 0001-0600
Location: SDF.Airport, KY
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower SDF
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Workload; Troubleshooting; Time Pressure; Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Multiple aircraft checking in with the wrong ATIS code. A pilot reported that he received a message from his company that there was a problem with the digital ATIS potentially originating with ACARS. There was no information put out from ATC and there should have been. Pilots were checking in with incorrect ATIS codes and could have checked in with information ECHO with wrong information from who knows when; when it could have actually been current. They were also reporting that the altimeter was off by almost 50/100. There should have been some information distributed to ATC. This was a serious matter as that many degress equals 500 feet! Pilots are allowed to use ACARS as an approved way to get airport information. Who is responsible for letting ATC know when that system is inaccurate? And if it is inaccurate who shuts it down so the pilot only gets the ATIS from the local frequency. A pilot relayed to me that his company let him know. I should be the one telling him know that it is inaccurate; not the other way around! I recommend someone within ATC takes charge of this and reports to [Domestic Event Network Control Center] when it is not working properly.




Synopsis: SDF Controller reports that numerous aircraft were reporting in with an incorrect ATIS code which they had received from ACARS. Controller was confused as to why he didn't know about this.
Date: 201910
Local time of day: 0001-0600
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/General
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got onto this aircraft as part of a normal pairing. The airplane had come in from ZZZ about 1 hour before we got to it. When preflighting the oxygen masks; the pressure dropped about 500 psi. I called maintenance and made an ELB (Electronic Log Book) entry. The first mechanic told me that was normal. I told him that it was not and would not take the airplane!A more knowledgeable mechanic came up and immediately knew that the valve wasn't open!He went into the cargo compartment and opened the valve. Oxygen masks tested normal.When the mechanic came to this cockpit; he told me the valve was half shut and the safety wire was broken.We looked into log history and saw that the oxygen was serviced in ZZZ1 on [date]. Three days prior to our flight. This airplane was flying around in this condition for three days and nobody caught it?The reason I am filling this report is that I fear something nefarious happened or the mechanic that serviced the oxygen bottle is incompetent. In either case this needs to be looked into.And our pilots need to be re-educated on how to test the oxygen system. I don't know how many segments this airplane flew with a half shut oxygen valve over a three day period?




Synopsis: Captain discovered during preflight that the oxygen masks did not work properly; resulting in a maintenance action.
Date: 201506
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Bag [on] ramp caught on fire. The reason was it was full of batteries of different sort. Some of them were lithium batteries. Bag smoked on the ground for thirty minutes then it caught fire. Took three fire extinguishers to put it out. This caused a flight to be delayed and had to move to another gate and possible threat of doing more damage not knowing what was in the bag. There was a tremendous amount of smoke that could have been poison because of not knowing what was in the bag. How can we avoid this happening again?




Synopsis: A ramp employee reported a bag of lithium batteries on the ramp near an aircraft smoked for thirty minutes then caught fire. The batteries produced large amounts of toxic smoke.
Date: 201308
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Manuals
Primary problem: Ambiguous

Narrative: Aircraft had MEL 28-7-04 (center tank Fuel Quantity Indicator inoperative). Proviso B2 of the MEL allows us to depart with the center tank verified as empty; defined as turning on the center tank pumps and observing both low pressure lights illuminated for 15 seconds. If the lights extinguish; the fuel in the tank is to be burned or transferred out. Since the Center Tank fuel pump low pressure lights did not illuminate steady; we attempted to transfer the fuel out of the tank. AOM 16.12.4 directs turning off the Center Tank pumps at the first indication of fuel pump low pressure; which occurs well before the point at which both lights will illuminate steady for 15 seconds. Based on what I observed; I'm confident that we did in fact depart with a center tank that was essentially empty; but the guidance we have puts crews in a position where they can not fully comply with both the AOM and the MEL in situations like this.




Synopsis: B737-300 Captain reported confusion in attempting to comply with MEL and AOM with center fuel tank indicator inoperative.
Date: 202001
Local time of day: 1201-1800
Location: N90.TRACON, NY
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; 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 Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On dogleg to an ILS Runway 22L EWR; we experienced an uncommanded roll to the right that increased in rate and approached 30 degrees. We were following another narrow body aircraft and the winds were relatively light at altitude. Spacing was normal 4 to 4.5 miles. I was the flying pilot. We had just received a turn to the right from ATC. While the First Officer was responding to the vector on the radio; then aircraft started to bank due to the wake. I disconnected the autopilot immediately; counter rolled to the left; [I] added power and climbed to get out of the wake. We gained about 300 to 400 ft. and rolled farther right than ATC requested. The stall warning activated for about 1 second and the airspeed dropped slightly below our flaps 5 speed with the flaps at 5. Once out of the effect of the wake we rolled back to the proper heading and got back to the proper airspeed and altitude. The First Officer immediately informed ATC of the deviation due to the wake turbulence. We intercepted ILS final and had a normal stabilized landing.


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


Synopsis: B737 flight crew reported that a wake turbulence encounter resulted in altitude; track; and speed deviations.