elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1201-1800
Location: GSP.Airport, SC
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E GSP
ATC / advisory: TRACON GSP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: We were arriving into GSP from the northwest. Our weather radar was painting a few small but severe thunderstorms (steep color gradients) between our location and the west side of the approach to land north at GSP. The storms were moving north. One strong cell was immediately to the west of the final approach. The east side of the airport and approach appeared to be free of the small thunderstorms. I requested deviations to the east to clear the area of thunderstorms by passing north of the field by 20 miles or so. We were at 7000 ft at this time and experiencing moderate turbulence with +/- 10-15 kt airspeed changes. During the deviation to the east we received a couple of severe turbulence encounters. We were on the autopilot yet the aircraft rolled 30 degrees right and then 35-40 degrees left in 1-1.5 seconds. We extended our diversion further east; eventually being handed off to Charlotte (CLT) approach. During the diversion we were able to pick up the northern edge of the thunderstorms on the extreme right side of the weather radar. The colors displayed were levels 4 (red) and 5 (magenta). The advancing storms were too close to maneuver to get a better view of the area to the west and southwest towards GSP. CLT informed us that the weather was still approaching from the south and they were planning on closing the arrivals down after the last few airplanes landed. CLT approach had weather radar capability and they recommended we divert to ZZZ as it was in the clear still.ZZZ was closer than our filed alternate at this point. We coordinated with dispatch; our FA and the cabin our intent to divert to ZZZ. The FA informed us there were no injuries and everyone was ok in the cabin. We diverted to ZZZ for refueling and to let the weather pass the area.




Synopsis: CRJ-200 Captain reported deviating to an alternate airport after encountering weather at GSP.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Procedure

Narrative: ATC issued vectors; fly-heading 320. I lost situational awareness when entering a cloud; momentarily lost directional control and inadvertently turned westbound. I was correcting as ATC queried my direction; headed back to 320 heading. ATC issued modification to clearance: vectors to an intersection; [then] direct. I lost situational awareness and proceeded direct to [the intersection] until ATC queried my direction. I then corrected and flew [assigned] vectors.Cause: When I entered the cloud; I failed to go to the artificial horizon immediately and quickly began unintended turn. I became alarmed and further distracted; so I missed the instruction to follow vectors to [the intersection] and proceeded direct instead. This was poor instrument technique on my part followed by failure to get my emotions under control quickly in order to continue navigating correctly.




Synopsis: A Beach Bonanza pilot reported that he lost situational awareness when he entered a cloud.
Date: 201412
Local time of day: 1801-2400
Location: D10.TRACON, TX
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E D10
ATC / advisory: TRACON D10
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The flight had been level for some time at the published altitude 11000 FT. I reduced his speed to 220 KTS and issued crossing traffic climbing to 10000 FT. The flight crew acknowledged the traffic and began descending into him. I do not believe we ever had less than standard separation; but I would love to know why a pilot would ever descend into traffic he just acknowledged.This is one of a constant stream of pilots that fail to comply with the published crossing altitudes on the new OAPM [Optimization of Airspace and Procedures in the Metroplex] procedures. They [the procedures] need to be immediately terminated until the real source of the problem can be identified and corrected. This is a safety hazard.




Synopsis: Following a B737NG flight crew's descent toward traffic climbing below them about which they had just advised; a D10 Approach Controller lamented the frequent failure of flight crews to comply with crossing restrictions as published in the new OAPM arrival.
Date: 201503
Local time of day: 1801-2400
Location: FPR.Tower, FL
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class D FPR
ATC / advisory: Tower FPR
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Instrument Training; Non-precision approaches; LOC intro. Student pilot lost situational awareness when descending to MDA from step down fix on the ILS/LOC 10R FPR approach: Instead of leveling off at 380 ft he descended steeply to almost 150 ft needing the instructor pilot to take the controls and recover safe flight path in order to prevent an imminent crash on short final. There was an unexpected broken cloud layer at about 300 ft that permitted to spot the runway intermittently (at times in sight; no visual cues other times). The student did very well shooting a previous approach though having the same type of unexpected weather; the difference was that we stayed above the clouds at all times watching the layer from atop whereas in the LOC we were flying through the clouds and close to the ground. First encounter with IMC by student pilot.To encourage pilots to follow school rules on wx minima to conduct a flight and to have a contingency plan in case unforeseen wx becomes an issue.




Synopsis: PA-28 instructor pilot reported his student descended steeply to 150 feet AGL during a practice non-precision instrument approach in IMC conditions.
Date: 201812
Local time of day: 1201-1800
Location: ROA.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ROA
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Descending into ROA on an extended left downwind for Runway 24 in VMC; level at 5;200 feet; we received a GPWS [Ground Proximity Warning System] warning 'Terrain; pull up.'  Captain disengaged the autopilot increased power and began to climb.  First Officer notified ATC of warning and altitude deviation; ATC acknowledged and told us 5;200 feet was minimum vectoring altitude for the area.  Returned to assigned altitude and continued on visual approach to [Runway] 24 with no further incident.




Synopsis: Air carrier First Officer reported receiving a GPWS while descending into ROA airport; ATC advised the altitude they were at was at the Minimum Vectoring Altitude.
Date: 202105
Location: SKBO.ARTCC, FO
Weather elements / visibility: Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center SKBO
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
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Shortly after commencing the initial descend from 40;000 on the ISVA3E for SKBO and no weather indicated on the radar; we hit turbulence causing the airplane to rapidly climb and then descend. I observed from the FC seat +/- 800 feet and +/- 10 knots of airspeed. The autopilot was engaged with LNAV/VNAV and VNAV PATH indicated on the FMA. The seatbelt sign was on. After the unexpected turbulence was over; the Captain asked me to call the Flight Attendants. #1 FA stated that it appeared two FAs were injured and that he would call back with the final assessment. A few minutes later #1 FA called back and stated two FAs and a passenger were indeed injured and required medical attention. I briefed the Captain and he directed me to have medics meet us at the gate. Upon arriving at gate; the medics boarded the airplane and only took the FAs to the local hospital.Cause - This was unexpected turbulence. Perhaps now in the summer months with convective weather in the area of SKBO; I will suggest to the Captain ask the FAs to remain seated from descend to landing.Night flying into SKBO could hide weather disturbances not shown in the radar; perhaps have the FAs finish service early and sit from descend to landing.




Synopsis: Air carrier First Officer reported experiencing unexpected turbulence at FL400 during initial descent to SKBO airport.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At about 50 minutes into flight just north of ZZZ1 at FL350 we experienced a loss of our Left Fuel quantity gauge; and fuel totalizer. After conferring with QRH; Dispatch; and [Technical Support Maintenance Control]; it was determined that there was no inflight reset; and we did not feel comfortable continuing an Atlantic crossing without knowing the fuel quantity. We [Requested Priority Handling]; notified crew; and diverted to ZZZ where we made a safe overweight landing.




Synopsis: B757 First Officer reported the failure of the fuel quantity indicator; the return to departure airport and overweight landing.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict NMAC
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: We departed on the RNAV Departure. The Captain was flying. I was Pilot Monitoring. Shortly after takeoff; while in a turn on the assigned lateral profile; Tower asked if we had helicopter traffic in sight at approximately our 2 o'clock position. I responded that we had the green helicopter in sight. The helicopter was slightly higher than our altitude. Shortly thereafter we received an Amber TCAS TA alert followed immediately thereafter by a Red TCAS RA alert instructing us to continue our climb rate. The helicopter had made a left turn directly toward us. We responded according to the RA guidance to climb even though the helicopter was slightly higher than us. Additionally we added a turn to increase visual separation with the helicopter traffic as we climbed above them and they passed below us.Because I don't know what clearance the helicopter traffic had; I don't know what could have been done to prevent this incident. It does strike me as odd that the helicopter was flying so close to the charted SID lateral profile that low to the ground and that close to the departure runway.




Synopsis: B747-800 First Officer reported TCAS warnings during climb.
Date: 201811
Local time of day: 0001-0600
Location: LAX.Airport, CA
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Other / Unknown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After LAX Ground Control granted us pushback clearance from Gate; they advised us to plan for Runway 25R. Having already planned and briefed for Runway 24L; the FO (First Officer) requested 24L; but LAX Ground Control denied the request. After the Before Taxi Checklist and prior to taxi; the FO and I reprogrammed the FMC; briefed the Runway 25R particulars and completed the Departure Plan Checklist. Upon requesting Taxi Clearance; LAX Ground Control advised us to plan for Runway 24L. Again; the FO and I reprogrammed the FMC and re-briefed the Runway 24L particulars and re-ran the Departure Plan Checklist.When we requested taxi again; LAX Ground Control gave us 'Taxi to 24L via Delta 8; Echo. Prior to turning right onto Taxiway Echo; Tower cleared us for takeoff. We completed our Takeoff Flows and I called for the Before Takeoff Checklist. During the taxi; I will note it was very dark and there were no center line taxiway lights. The only lights illuminated were the Runway 24L threshold approach lights and the runway center line lights. During the takeoff roll; the FO realized we were departing from intersection Victor (the point of approach threshold lighting) and not the full length from Echo 6.The FO stated the discrepancy; but by the time I recognized the discrepancy; we were rapidly approaching 80 knots. Given the runway length from intersection Victor was greater than 10;500' and our takeoff weight was exceptionally low due to a light fuel load and [comparatively few] Passengers; I elected to continue the takeoff.


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


Synopsis: B737 pilots reported taking off from the incorrect ATC assigned clearance position.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: DA20 Undifferentiated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was entering the pattern at ZZZ to land flying a C172. I crossed the runway at 1000ft MSL to enter the right downwind for runway XX which uses right traffic. As I crossed over the runway there was Aircraft Y; a DA20; executing a low pass over the runway. I started my turn into the downwind and he started his turn to crosswind and then to downwind. I looked back and he was closer to me then I was comfortable with so I speed up a little bit. Then when I turned final I received a traffic alert saying he was at my six less than one mile. I asked my passenger to watch him and she told me he looked like he was 200 feet from us and looked like he was about to pull up alongside us. I chose to go around rather than risk him landing on top of us. I also chose to execute the go-around because he never acknowledged my position in the pattern during his radio calls he acknowledged the two aircraft in front of me.




Synopsis: C172 pilot reported a NMAC on final at a non-towered airport; resulting in a go around.
Date: 201407
Local time of day: 0001-0600
Location: ZMP.ARTCC, MN
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: This is not really a safety event but an ongoing problem with facilities east and south of ZMP. I could file one of these every week or two and will start filing them all. Aircraft X had a flight plan in the system that departed JFK enroute to ZZZ. It was on a very circuitous route most likely due to weather. The aircraft flight plan departed JFK and progressed through ZDC; ZJX; ZTL; ZME; and ZKC prior to entering ZMP airspace. The aircraft showed up overdue in our EDST and we started to look for it. ZKC Controller had no knowledge of the flight. I called Aircraft X's Company Dispatch and they said the flight had been canceled. My issue is how does an aircraft flight plan go through 5 Centers and numerous sectors and have every controller along the way either delete or ignore an overdue aircraft?Training on recognizing an overdue aircraft in the EDST and following up to find the aircraft.

Callback: Reporter stated he has filed three reports of this nature within the last two weeks of this report. In discussion with other people; one person thought this might be an ERAM problem. This reporter is not sure if it is controllers in the system who are not doing what they are required to do by tracking down the aircraft and then removing the flight plan; or is this being done but then the problem still passes on to various ATC Centers.



Synopsis: ZMP Controller complains about a flight that isn't airborne and has been canceled; progresses electronically from departure airport through 5 other centers before reaching his center.