elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Cleared by SOCAL approach for ILS 25L approach on ANJLL4 RNAV arrival to LAX. Weather was VFR and airport in sight for at least 30nm. Upon contact with LAX tower we received landing clearance for what I perceived as runway 25L. Landing flow and checklist accomplished. On final approach we both observed and acknowledged a heavy Aircraft Y entering RWY 25L and beginning its takeoff roll. We maintained visual contact with the departing aircraft prepared to initiate a go around if necessary. On short final the tower controller issued us a go around clearance and we immediately complied. We continued to maintain visual contact with Aircraft Y and contacted LAX approach which proceeded to issue us vectors for another approach. Flight landed safely without further incident.Upon review of audio evidence; it is quite clear that upon contact with LAX tower we were in fact given a runway change (quite rapidly) to land on Runway 25R. I completely missed this extremely important detail during high task loading; while at the same time the First Officer somehow correctly acknowledged landing clearance to 25R to LAX tower. However both of us remained in agreement that we were cleared to land on 25L. In hindsight it was expectation bias (ie cleared ILS 25L) combined with routine experience into LAX; in addition to the miscommunication with the tower.Continued attention to detail and proper crew communication is paramount! Even in high work load situations every ATC clearance must be verified; something I already stress in my preflight briefings and will continue to stress more. As for ATC; I acknowledge that LAX is one of the busiest airports in the world and 'rapid fire' clearances are a reality. However ATC must consider the human factor in dealing with last second changes and verify accordingly.




Synopsis: A321 Captain reported a communication breakdown with ATC resulted in approaching the wrong runway and a go-around due to a potential conflict.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Fog
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Other / Unknown; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Low ceilings forced us to make a low pass over [the] pier. Wide left turn put us over the land. Did not want to make a right turn due to ZZZ airspace at the surface. Resulted in flying low over the ground; which Tower verbally asked me to correct; and I complied immediately.




Synopsis: C172 flight instructor reported low flight over populated landmark due to low ceiling and to avoid a Class B airspace incursion. ATC requested pilot to correct.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Landing
Airspace: Class E ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Staffing; Airport; Procedure
Primary problem: Staffing

Narrative: We repositioned for day basing to [an island] clinic helipad. The unfenced helipad is between the clinic and the main road in the small town. Usually; when we operate from this pad; the local EMS folks provide security and block traffic on the road during our arrival and departure. Yesterday; there were no EMS folks; police; or other security; and the local farmer's market was going on directly across the street. It was as if no one knew we were coming. We observed cars parked along both sides of the street and several people in the vicinity. We briefed how we would abort the approach if there was any incursion into our safety zone or any doubt about the safety of the situation. I altered our normal approach path so as not to overfly the tents and landed without incident. Upon touchdown; both nurses immediately exited the aircraft to provide crowd control as people started to wander in our direction. A couple of hours later we received a flight request from another nearby island. I firmly instructed the current crowd of folks to please keep a safe distance; across the street; while we started and told the med crew to stand outside the aircraft until I was ready for takeoff. Start; takeoff; and departure were uneventful. In hindsight; I don't feel the situation was within my normal rather broad safety margin and sincerely wish I had made a more conservative decision. I don't believe I violated anything; and don't believe we were unsafe; but the potential for something to go wrong was real. I won't be returning to that helipad again without some sort of security/crowd control.




Synopsis: EMS helicopter pilot described landing and departure at an in-town clinic with no staff available for security; traffic or crowd control. Although no anomalies occurred; reporter recommended no operations at the facility without security and crowd control present.
Date: 201402
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Indicating and Warning - Fuel System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FUEL LEVEL LOW light illuminated during flight. Approximately 130 miles from landing and while at FL290; the FUEL LEVEL LOW light illuminated. The QRH was followed. LOW FUEL LEVEL CB was pulled/reset per QRH. The light went out for about 20 seconds; then re-illuminated again. An emergency was declared and a landing was made at the nearest suitable airport; which was our original destination. No other suitable airport was closer; 80 KT tailwind; almost idle descent to destination.  When the FUEL LEVEL LOW light illuminated; the tank readings were: Total: 8400; both left and right tanks had a close balance of just over 4;000 LBS each. Center tank was empty. After landing the fuel tank readings were: Total: 7300; Left 3700; Right 3400; and center 200. The FUEL LEVEL LOW light illuminating indicates that either main tank is below 2500 LBS. We also noticed that during cruise that it was difficult to trim the airplane and the left wing seemed to be low. After landing the flight attendants also confirmed that this was very noticeable. I was assuming it to a possible fuel imbalance. Both the FUEL LEVEL LOW light illuminating and trim condition were written up in the logbook.  Landing was without incident. The QRH says; LOW FUEL LEVEL circuit breaker (lower EPC); Pull/reset. I spent a number of minutes searching for this CB. In a time critical situation there should not be needless time searching for CB's. I think the location of the CB should be indicated. If I remember; it was S41. Could the location be added to this procedure?




Synopsis: MD80 Captain experiences a Fuel Low Level light at FL290 with the fuel gauges indicating about 8;000 pounds. An emergency is declared and; being close to top of descent; the flight continues to destination.
Date: 201303
Local time of day: 0601-1200
Location: CRW.Airport, WV
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C CRW
ATC / advisory: TRACON CRW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Check Pilot
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: On descent into CRW in clear VFR conditions; we were given a 055 heading and told to descend to 3;000 FT. This had us on an extended right downwind between 10 and 15 miles from the airport. We called the field in sight; had just been cleared for the visual approach and were descending through approximately 3;500 FT when our radar altimeters showed our altitude fluctuating between 1;000 FT and 1;300 FT [AGL] with an accompanying terrain warning. We responded to the EGPWS; starting a climb and the warning stopped. We notified ATC; leveled off and resumed the approach to a normal landing.


Second narrative: Looking over charts the terrain appeared to be at least 2;000 FT below and altimeters were [set] correctly. Captain called for maintenance inspection before flying again.Although terrain appeared well below visually and according to charts; possible terrain proximity issue; upslope trigger...In the future question lower altitudes assigned around terrain sensitive airports; especially if further out. Again; may have been a false warning anyway; but glad it was day VMC.


Synopsis: CRJ-200 Captain and jumpseating check pilot reported receiving a terrain warning from the EGPWS on a visual approach to CRW.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport
Primary problem: Airport

Narrative: Pushed back from [gate] and was then cleared to spot XX. As the Captain turned the plane to the right I was checking that the path was clear. I noticed the ramp boundary markings were close and that the aircraft was moving at a pace that was not able to stop. I hit the brakes and said 'were on an active taxiway' just then Ground said spot XX turn left. So we continued. Captain said he saw the XX spot marking on the taxiway and was confused. Ramp has markings for entry/exit spots that are identical. An unfamiliar pilot can easily be confused about if the marker he/she sees is the actual spot or the lead in spot.




Synopsis: A321 First Officer reported a taxiway incursion due to confusing markings.
Date: 201305
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: Marginal
Weather elements / visibility: Fog; Rain; 0.5
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: The ATL weather was reporting a ceiling of 300 FT overcast and 1/2 mile of visibility in fog. Due to the low ceiling and visibility we planned on a CAT 2 ILS with an automatic landing. Upon arrival into ATL we were vectored behind a B757 and told to slow to 180 KTS; on the TCAS we appeared to be about 4 NM behind them. As we were turning to intercept the ILS to Runway 27L the aircraft rolled into a 40 degree banked turn to the right and the autopilot disconnected. Corrective flight control inputs were applied to roll wings level and the aircraft rolled past level to 30 degrees to the left. ATC must have sensed that we were too close they then instructed us to slow to 170 KTS to the DEPOT. As we began our descent on the glide slope near SEJAY the aircraft again rolled 30 degrees to the right and the autopilot disconnected again. The aircraft was recovered and the automation restored. At this point the aircraft was approximately 2 NM prior to DEPOT and we assumed that the ATC speed correction to 170 would provide us with adequate separation. We appeared to be closing in on the B757 so I rolled the speed back 10-15 KTS in an attempt to get the 5 NM of separation. The radios were so busy that we did not have a chance to inform the Controller of our speed reduction. I wanted to prevent another wake turbulence encounter this time we would be in the clouds and closer to the ground. Approaching the DEPOT ATC queried us as to our speed and the First Officer responded that we had slowed down due to wake turbulence. The Controller responded; 'I told you to maintain 170 KTS to DEPOT! THERE IS NO WAKE TURBULENCE!' At this point we were over the DEPOT and I instructed the First Officer to contact the Tower. I realize that our slowing might have impacted the spacing making his job more difficult; however I think it was more important and safer to slow down to avoid another potential upset in IMC. Our flight continued to landing with no further upsets and landed uneventfully.




Synopsis: MD-88 Captain reported wake vortex encounter inbound to ATL that resulted in enough roll to cause the autopilot to disconnect. When he slowed to increase spacing he was chastised by ATC.
Date: 201203
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: [We were] told to take the runway; traffic 7 mile final. Crossing the threshold of Runway 19 we had just started the before takeoff checklist and the First Officer was off the radios making the 'prepare for takeoff' announcement. We got clearance while he was still off the radio as the Controller wanted us to expedite the takeoff. The First Officer came back and I told him we were cleared for takeoff. He read back the takeoff clearance; which was to fly the National 2 departure; i.e. fly the DCA 185 degree radial up to 5;000 MSL; and then expect vectors. As we rotated I called for NAV instead of heading as I never saw the FMS extension of the DCA 185 radial. I turned around 700 MSL to intercept the course to HAFNR. My First Officer asked ATC if we had a heading to fly and he said not yet; 'don't worry about it; fly heading 300.' We complied and were cleared direct to HAFNR and up to FL200.I advocate more in depth preflight briefings about departures. They become so standard that we tend to shorten them in our briefings.




Synopsis: An ERJ-170 flight crew allowed themselves to get rushed when cleared to expedite their takeoff and failed to fly the Nation 1 SID from DCA as cleared.
Date: 201810
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On a vector on TRUKN2 [SID] just north of fix COSMC passing 12;000 FT; I noticed target off nose and about a mile; small but big enough to spot; of unusual shape. It passed to our right at approximately 12;200 FT co-altitude; 2-3;000 feet laterally. Copilot had better look and had high confidence it was a drone due to odd flat shape and distinguishable protrusions downward. ATC notified of details. We were on a 040-degree vector north of SID; estimating 2-4 NM north of COSMC.




Synopsis: 757 Captain reported the flight crew observed a UAV at their same altitude.
Date: 201908
Local time of day: 1201-1800
Location: PAE.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZSE
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Company Policy; Procedure; Human Factors
Primary problem: Airspace Structure

Narrative: I responded to an RA on downwind leg into PAE.  We were level at 4;000 feet abeam PAE landing south and had to descend due to a general aviation aircraft that was proceeding towards us and not in communication with ATC. ATC made efforts to reach the aircraft; but was unable. We were given a lower altitude and a turn to the northeast. There was little else we could do to prevent or avoid this situation.




Synopsis: Air Carrier Captain reported taking evasive action responding to an RA for an unidentified VFR aircraft on their approach course to PAE airport.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: RV-9
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff on Runway 21L; my nose wheel collapsed and I believe I struck my propeller on the runway.  I was able to [advise ATC]; climb 200 feet above ground level and circle to land on Runway 21L.  I landed with full flaps; and held the base of the plane high.  As the plane slowed; the nose dropped to the runway.  The propeller ground in to the runway. The plane came to a stop.  I turned off all of the electronics; and then after realizing that there was no fire; I turned the main power on and the communications on.  I reported my position to the Tower and requested assistance removing the air-plane.  They told me that an emergency vehicle was on the way.  The emergency vehicle arrived.  The driver and I cleaned up debris from the runway.  The driver was asked if the emergency was over and he said yes.  A few minutes later; a pickup truck arrived and was able to tow the plane to a fixed based operator.




Synopsis: RV9A pilot reported nose gear failure resulting in a gear up landing and prop strike.