elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: Learjet 40
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C OAK
ATC / advisory: TRACON NCT; Tower OAK
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: On ILS 12 approach into OAK; with the expectation to 'circle' to 10R upon visual contact (It's more of a side step; but the clearance is still to Circle). Pilot Flying called airport in sight while tracking the localizer inbound at roughly 1800-2000 MSL. I looked up to look for the runway; and we were in the clouds. Approach cleared us for the visual to 12; circle 10R. I mentioned that I didn't see it; and he made a remark about stop looking at my iPad (approach plate). I subsequently told him my half of the airplane was in the clouds and I can't see anything. He kept the aircraft on autopilot and let it continue to track the glideslope down after intercept. Upon breaking out and figuring out where the PAPI was for 10R; he disconnected and aligned on the extended centerline of 10R. We were fully configured to land; and I began making callouts. He kept the airplane fast due to the heavy crosswind; so I called 'Plus 20 and on PAPI/Glideslope' He then dropped below glideslope roughly more than 3 miles out. He didn't respond to the comment; and I added he was 'One dot low' He didn't reply. Then we proceeded to drop lower on the glideslope; and I made the call he was '2 dots low' and commented he needed to get back up (to the glideslope). The Pilot Flying replied 'We're okay'. I then made another gripe about him being too low. The final comment he made was 'a buck thirty (130 KIAS); right where I need to be' Which was much faster than VRef (115) or VApp (124) (speeds are rough recollections). I then looked down because we were over land; but not over the airport property. I then saw trees being lit up by the landing gear lights. I shouted one more time that we were low; and he continued the same path and touched down shortly after the numbers; but before the Touchdown Zone. Upon exiting the runway; I confronted him and told him 'that's not cool man'. His response was 'I knew where we were the whole time' I told him I didn't know where we were; and he grunted and brushed it aside.




Synopsis: Learjet 40 First Officer reported an OAK ILS 12 Approach with a clearance to circle to Runway 10R. The Captain flew the visual segment at higher than planned airspeed and low on the glideslope and did not respond to the First Officer's callouts.
Date: 201307
Local time of day: 0001-0600
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I made my CTAF call that I was on the take off roll on for right closed traffic. Upon reaching about 40 knots I noticed a [Bombardier] Q400 taxing out from the commercial terminal. I said to myself; 'Surely they will stop. I made my radio calls and they are airline pilots. They will stop.' Well; they did not stop. They started to cross my runway as I was reaching about 80 knots. If I rejected the take off there was a chance; on the wet runway; that I would have slid into them should they have slowed their taxi or stopped on the runway. So I proceeded with my take off roll. I then rotated a bit early; and as I flew over their previous taxi path across the runway that I was on their tail was clearing the runway. I estimate my aircraft was about 100 feet above them; or less. The pilots made no radio calls - at least none that anyone heard on CTAF with both me and the FBO monitoring the frequency; nor did they evidently hear my calls. Nor did they look before crossing a runway at an uncontrolled field as all my lights were on.




Synopsis: The Pilot of a C421 observed a Regional Carrier approaching the runway during his takeoff roll. He was surprised to find them crossing in front of him; but elected to rotate early rather than attempt to reject the takeoff.
Date: 201705
Local time of day: 0601-1200
Location: ZMP.ARTCC, MN
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZKC
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed 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
Contributing factors: Procedure; Human Factors; Company Policy; Airspace Structure
Primary problem: Human Factors

Narrative: ZKC called us and requested control for turns and speed assignment on Aircraft Y.  We released it.  Aircraft Y was a 'flash through' to us from ZDV to ZKC at 37000 feet. We noticed that ZDV had just handed off Aircraft X and Aircraft Z to ZKC both at 37000 feet. Aircraft X was out front of all three aircraft and the slowest of the three. ZKC had to speed Aircraft X up max forward; and turned Aircraft Z 20 degrees right so they could turn Aircraft Y 20 degrees right and slow him down as much as practical. The turn on Aircraft Y was not working so they had to climb him to 38000 feet; wrong altitude for direction of flight; to keep separation!  All of this occurred within 15 miles from ZDV airspace. All three aircraft had come from the same ZDV sector. Decertify all ZDV 'controllers' and close ZDV for a week to run simulation problems for much needed retraining. Let the adjacent centers CONTROL the aircraft that would normally be 'observed' by the inadequate employees at ZDV.




Synopsis: ZMP Center Controller reported approving point-outs of three in trail aircraft and noticed the fastest aircraft was overtaking the slower aircraft. The aircraft had to be turned and climbed to a new altitude to maintain separation.
Date: 201510
Local time of day: 1201-1800
Location: I90.TRACON, TX
Flight conditions: IMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: Center ZHU
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; 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 Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The center controller told us to descend via the KIDDZ2 arrival and fly the runway 4 transition. ATC vectored us off the arrival three times with subsequent hard altitudes and speeds to maintain. We were on an assigned heading; at 9;000 ft and 210 KIAS when the controller told us to proceed direct GEEEO and resume the arrival there. We interpreted that instruction as crossing GEEEO at the mandatory-charted altitude of 6;000 ft. We began our descent and around 8;500 ft ATC asked if he had given us an altitude and we said no; we repeated his instruction and determined at that instance we made an error. We weren't told to descend VIA. The controller cleared us to 7;000 ft and handed us off to the next sector. The rest of the flight was uneventful.


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


Synopsis: Corporate flight crew cleared to descend via the IAH KIDDZ2 received several vectors off route then cleared 'Direct GEEEO; resume the arrival.' Erroneously; they began a descent from 9;000 ft thinking 'Resume' meant cleared VIA.
Date: 201601
Local time of day: 0601-1200
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Central Warning/Master Caution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff with gear up; Captains Flight Director (FD) and Flight Management Annunciations (FMA) showed different indications than what was depicted on First Officer instruments. The crew climbed to 10;000 feet per the departure SID. A steady warning horn sounded at level off. There were no Amber Caution lights; or Master Caution lights. There was no QRH checklist that addressed the steady warning horn. The crew elected to return to departure airport suspecting a possible landing gear sensing switch. There was no adverse cautions or lights except the steady warning horn. The crew landed 5;000 lbs over max landing weight at approximately 150 feet per minute vertical speed. After rollout the PSEU light illuminated (light only active on ground.) The aircraft was taken out of service by Maintenance. A Built-in Test Equipment (BITE) check of the Proximity Switch Electronic Unit (PSEU) showed the aircraft electronics had calculated that the flight never climbed above 200 feet AGL. The crew climbed to 10;000 feet indicated before assessing the cause of the steady warning horn. The BITE check determined a huge difference in actual altitude versus computed altitude. The steady warning horn was indicating erroneously an altitude deviation. The crew flew the aircraft normally to a landing. After gear down; flaps 15; the warning horn stopped sounding.




Synopsis: The B737 crew had different indications on their flights directors and FMAs; and a steady warning horn sounded at level off. The crew returned to the departure airport; and Maintenance discovered a faulty Proximity Switch Electronic Unit (PSEU).
Date: 201703
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was Flight Attendant (FA) 3; and Flight Attendant 2 was also present. There were 4 people total in the aft galley and all of a sudden the turbulence hit. The female passenger went down first and she put her leg out to catch herself and when she did that she caught my leg and I was not able to brace myself. When I went to the ground I went backward and landed up on my bottom hitting extremely hard and hurting my back immediately. Flight Attendant 2 slid against the aft right door. The other passenger was coming out of the lav. Both passengers appeared to be ok. The captain came over the PA and told everyone to put on seatbelts. It took me a while to get up off the floor because of how I felt. I then called the purser and notified her of all us in the back and told her to notify the cockpit. After that the captain called back and first spoke to Flight Attendant 2 and then the captain wanted to speak to me and I said I did appear to hurt my back. He apologized because they did not see this coming and captain said it was 'wake' turbulence and mountain turbulence and he said it was so hard that it took the airplane off autopilot. He had us sit the remainder of the flight because we didn't have to much further to landing.




Synopsis: A Flight Attendant reported being injured by unexpected turbulence.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower 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)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Start of Takeoff Roll
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When I moved power levers forward for takeoff the left engine torque increased to 40% while the right engine remained at zero; prop oil pressure was in yellow/red and prop RPM was 300RPM. There was noticeable yaw toward the right. I immediately retarded both power levers and the right engine Oil Pressure Warning came on. I notified Tower we were aborting and he cleared us to vacate the runway. We then returned to the ramp; and deplaned the passengers.




Synopsis: An SF340B flight crew rejected their takeoff and returned to the ramp when the right engine failed to respond to the power lever.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Distraction; Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: After starting the right engine for taxi; I turned both packs ON and immediately noticed a very strong oil/machinery smell. I isolated each pack individually; and the condition remained. I shut both packs down; and the condition abated. It was a very strong oil smell not related to engine exhaust induction from the aircraft exterior. The fumes were certainly coming from the bleed system. The same symptoms occurred with the subsequent Number 1 Engine start as well. In order to stop the fumes; I had to shut both packs down for several minutes until the engine oil temperature was stabilized. Fumes are entering the bleed air system for the first several minutes of engine operation.I suggest[ed] that after starting the Number 2 Engine and experiencing fumes; and diagnosing if the source were the packs or the bleed system; I shut down both packs for 2 minutes and retried the packs. The fumes resumed. I suspected that if I let the engine oil temperature stabilize after warming up to normal idle temperature; the fumes may stop. I shut both packs down until the engine oil temperature stabilized; and put the packs back on. No fumes. After the Number 1 Engine start; I waited to put the packs on until the Number 1 Engine oil temperature stabilized and put both packs on. No fumes. The next morning we operated the same aircraft. With each engine start before putting the packs on I waited until the engine oil temperatures ceased warming up and stabilized. This proved to be effective; and we experienced no fumes. My specific suggestions are: Do not operate the packs until engine oil has stabilized after engine start. Place a box-check option under Event Details for fumes on reports to track fume occurrences and numbers which exhibit fumes on engine startup.




Synopsis: A B757-200 First Officer let the engine oil temperature stabilize before turning the packs ON in order to prevent oil fumes from entering the air conditioning system.
Date: 201703
Local time of day: 0001-0600
Location: ZMP.ARTCC, MN
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: The [adjacent] Center controller was initiating handoffs on Aircraft X and Aircraft Y to the adjacent Center sector. Both aircraft were eastbound at 33000 feet. The transferring Center controller had 'DV8R' in the fourth line of the data block on Aircraft X. Aircraft X was just north and parallel to Aircraft Y. We noticed that because Aircraft X had clearance to deviate right; he was now on a collision course with Aircraft Y. The receiving Center Controller quickly called and told them to descend Aircraft X to 31000 feet. If this hadn't been done Aircraft X and Aircraft Y would have lost separation on the border of our airspace!This has been going on for 25 plus years! That Center's controllers; nor the Supervisors or the Operations Managers are held accountable for this atrocious negligence! The Supervisors; Area Managers; Quality Assurance and so forth are all aware of these situations and still to this day; nothing has been done.




Synopsis: ZMP Center Controller reports two aircraft were handed off to them on conflicting courses. Reporter stated this is a recurring issue at this particular sector.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: PA-30 Twin Comanche
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification; Confusion
Second reporter function: Pilot Flying; Trainee
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon completion of run up; engine failure on runway scenario was briefed; as well as engine fail scenarios after takeoff. We continued taxi to Runway XXL. I took control of radios; got takeoff clearance from Tower; Student completed final pre-takeoff items. Once aligned with runway; student smoothly applied full power. Once the aircraft reached full power; I cut the power lever on the left engine; to simulate an engine failure. Student became confused by sudden left yaw; and lost control of the aircraft. I repeatedly said; 'abort' 'abort.' I was unable to apply any brake due to a lack of brakes on instructor side. (Brakes only installed on left side.) Student confused and flustered; returned idle power lever to full position. I loudly said 'my controls' 'my controls.' Student then passed me the controls. Once he let go of the control wheel; the aircraft ascended into ground effect; albeit at too slow a speed. I promptly reduced power; and the plane quickly descended to the runway in a slight left bank attitude; and hit the surface; when I believe the gear collapsed; and the aircraft skidded to the left edge of the runway.


Second narrative: After the run up we briefed for takeoff and aborted simulated engine failure procedure; then when we were on the runway I apply full power and after that my instructor cut off the left throttle and after that the aircraft started going to the left side. I lost control of the airplane and then my instructor said I have control and I said you have control and then when he took the controls; the airplane lifted off in ground affect and my instructor try to control the airplane and then the left wing touch the ground and then sliding the airplane over the runway until stop in the grass and then my instructor cut off master and fuel pump and the selector fuel off and then we evacuated the airplane.


Synopsis: PA-30 flight instructor reported that a student lost control of the aircraft during takeoff; resulting in a gear collapse and damage to the aircraft.