elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1201-1800
Location: MOB.TRACON, AL
Flight conditions: Marginal
Weather elements / visibility: Cloudy
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZHU
ATC / advisory: TRACON MOB
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working two radar sectors combined with a trainee and trainer as my coordinator. The traffic volume was high with the normal arrivals; departures; overflights; and practice instrument approaches. The complexity was high due to a 10 minute notice of a flight check aircraft that needed to check an opposite direction approach. Once the flight check aircraft started his opposite direction approach I started briefing the relieving controller in training for a sector split. As the flight check aircraft had just finished with the opposite direction approach and continuing to brief the relieving controller for the split; I radar identified the flight check aircraft and turned him on course for the next approach. As all that was happening; I was descending and vectoring Aircraft X for the ILS approach to a different airport. Aircraft X was the second aircraft in the sequence of three for the ILS approach. As Aircraft X crossed 2 miles north of a satellite airport; Aircraft Y was departing VFR north bound climbing to 3;000 ft. without any communication with me. I called the traffic as soon as I saw the issue and Aircraft Y reported that he was maneuvering to avoid collision. A few seconds later Aircraft Y called VFR looking to pick up his IFR flight plan. Also the weather at each facility within the airspace was overcast or broken around 2;200 ft.




Synopsis: TRACON Controller reported they were distracted by splitting a combined sector and a flight check aircraft and did not notice two aircraft in confliction which resulted in a NMAC.
Date: 201711
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Penetrating a line of thunderstorms through a large gap at FL330; painting no radar returns; radar adjusted to -2.0 degrees down; at approximately 10 miles range a small purple dot return appeared on radar. It was representative of a line of cloud that topped no more than FL350. We could see ahead as we were VMC at this time and we turned approx 20 degrees left and avoided the purple return by 3-5 miles best I can guess. Upon entering the smooth looking cloud; we hit severe turbulence which lifted us from FL330 to 34;300 ft within seconds and placed the jet into a 40-degree left bank. As altitude was still increasing and airspeed as well; with the trend arrow going well into the red barber pole for an over speed situation; I took command of the jet; turned the autopilot off and pitched the nose down to arrest the ascent. As I did this airspeed now went to the negative nearly entering an alpha floor situation. I hand flew the jet until aircraft control was regained. I then turned on the autopilot and gave aircraft control back to the FO (First Officer). ATC then queried us on our altitude deviation. No limitations appear to have been exceeded and on checking with the flight attendants there were no issues or injuries in the cabin.This was a one of a kind event in my [many] years of flying. All normal precautions were taken. Radar was being monitored and nothing unusual was being indicated until the small purple return; the size of a pen dot; appeared at about 10 miles away. We took action and missed the indicated return by 2-3 miles.


Second narrative: During our deviation; we clipped a 'benign/smooth-looking' cloud which generated severe turbulence. We gained approximately 1300 ft in what we estimate to be 3 seconds and were put into approximately a 40-degree bank to the left.


Synopsis: A320 Flight Crew reported severe turbulence after clipping a benign looking cloud.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: One box of priority cargo to be loaded in the bulk compartment. The loading instruction showed the box as containing [flammable liquid]; on the box the label was Class 8 Corrosive. Unable to get in contact with cargo so the box was not loaded.




Synopsis: Air carrier Safety Office representative reported conflicting information between Load Information Report and Hazmat container label.
Date: 201601
Light: Night
Aircraft: A320
Aircraft component: Strobe Light
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Strobes are unusable at night because they flash in the cockpit causing vertigo and disorientation..Please force Airbus to fix thisAction taken: Turned off strobes




Synopsis: A320 pilot reported he shut off the strobes because the flashing at night causes vertigo and disorientation.
Date: 202111
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
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
Primary problem: Human Factors

Narrative: During the approach to visual 24 we received a GPWS alert and responded appropriately in VMC conditions. No other issues after. Plan for a higher approach until guaranteed on the approach course for Runway XX.




Synopsis: EMB-145 Captain reported a CFTT event during a visual approach.  The flight crew received a GPWS alert and responded accordingly.
Date: 201712
Local time of day: 0601-1200
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Security; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Airport

Narrative: Well into takeoff roll; above 100 knots; I observed a person exiting the left side of the runway. The person was well clear of the left wingtip and I took no evasive action to avoid the person. Once safely airborne; the Captain reported the position of the person to RNO tower.


Second narrative: On takeoff roll out of RNO (16R-First Officer flying); I noticed a young man walking along the edge of the runway while we were rolling down the runway. After liftoff; I reported it to the tower; and they diverted the other landing aircraft to runway 16L. Not really sure what this guy was doing walking on the runway; or what his intentions were.


Synopsis: A319 Captain reported a person was observed walking along and exiting the left side of the runway during takeoff roll.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Lubrication Oil
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight with about an hour and fifteen minutes to go we got a Chip Detect R CAS MSG quickly followed by an Oil Filter Bypass R CAS MSG. We ran the appropriate checklists and they drove us to continue on to ZZZ1 as it said 'land as soon as practical' and that it's acceptable to operate with the oil filter bypass for up to 4 hrs. We were also getting intermittent DAU2 miscompare CAS messages. Approximately 30 minutes later the Master Warning went off and we got the Oil Pressure Low R CAS MSG which we confirmed on our oil pressure readout as it fell into the red. We ran the checklist and performed a precautionary shutdown of the right engine. We were at 41;000 feet and it was obvious the airplane wasn't going to hold altitude so we requested 31;000 feet so that we could get down and get the APU started which we did. In the descent we could see lights of ZZZ ahead and to our left. We knew there were emergency services there and a long runway so we requested to divert and [notified ATC] for priority. I was hand flying and running the radios while [First Officer] did a great job of running our checklists and setting me up with an extended centerline. ATC vectored us onto about a 5 mile final but the lights of the airport were very faint and by the time we picked it out I realized I was about 400-500 feet high so we made a gentle 360 to lose some altitude and get on glide path. After that the approach and landing were very straightforward.




Synopsis: A Cessna Citation X captain reported an oil system anomaly which led to an engine shutdown and a diversion to a nearby suitable airport.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Instructor; First Officer; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Confusion; Time Pressure; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After landing on Runway XXR in ZZZ; upon clearing the runway we were told via ground to taxi north on Taxiway 1 and enter the ramp at Taxiway 2 for parking at the Gate X. I was the FO acting as an LCA. Both ZZZ ground and ZZZ X concourse ramp frequencies were completely saturated with traffic both inbound and outbound. Upon making the left 90 degree turn onto Taxiway 2; I noticed a rapidly approaching taxi light of an aircraft northbound on Taxiway 3. I immediately directed the Captain to stop and I also abruptly braked from the right seat. Aircraft Y continued to taxi right in front of us and then stopped short of Gate Y to give way to an outbound aircraft. We were never notified by Ground of a potential conflict or to give way to the northbound aircraft. We subsequently were cleared by ramp onto the ramp and to our gate. We missed the other aircraft by about 50 feet.


Second narrative: Taxiing north on Taxiway 1 with a Taxiway 2 entry to ramp for the Gate X.   Cleared Taxiway 2 to entry but not cleared to enter ramp. I made left turn on Taxiway 2 was prepared to stop at Spot XX.  Captain was monitoring ground on VHF1 and Ramp on VHF2.  I was only monitoring Ground on VHF1. I started the turn and was about to cross Taxiway 3 when LCA Captain in right seat  yelled 'STOP STOP STOP!'  I applied immediate max braking and abruptly stopped the aircraft.What I did not see was another taxiing aircraft from my left on Taxiway 3. I was given no radio call to give way to that traffic. My clearance was to the ramp. I do not know why I did not see the approaching aircraft. It was dark and their taxi light was not pointed at me. Regardless; I should have seen it.   We stopped and I would guess our nose was within 50 feet of their wingtip.  I do not know if they saw us or not.  No comment from Ground or ramp about what just transpired.I will say that fatigue may have been an issue.  This was an OE after a 6+ month break in flying and I was feeling some mental fatigue.


Synopsis: Air carrier flight crew reported a ground conflict. The Captain stated fatigue and months without flying contributed to the event.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ1.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ1; Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was in cruise flight at 6;500 ft. in VFR conditions when my airplane engine started getting rough. I applied full carburetor heat for a few minutes and expected it to clear the issue. However; after several minutes the roughness became worse and despite having full carburetor heat and full throttle (per aircraft POH (Pilots Operating Handbook)) the engine turned off. I was circling about 5 miles south of ZZZ and immediately headed towards it while still at around 5;000 ft. MSL. I spoke to Approach and advised them of my issue and that I was heading to the airport for [an] engine out landing. I kept trying to turn the engine back on during this time while also flying a left traffic for Runway XX. While making the short final approach and descending the engine came on at about 300 ft. AGL and I was able to make a fairly normal landing.




Synopsis: Cessna 150 Single Pilot reported an engine failure inflight.
Date: 201510
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D TEB
ATC / advisory: Tower TEB
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload; Situational Awareness; Distraction; Confusion
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Procedure; Airport
Primary problem: Chart Or Publication

Narrative: VFR day. Trip to TEB. RWY 6/24 closed. Advised on checkin with approach to expect ILS 6 circle to Rwy 1. Told to descend to 2000 ft and turn to 030 to intercept. Maintain 2000 until established cleared for the ILS 6 circle to 1 at TEB. Intercept the LOC and capture glide path (GP) as I approach DANDY on the LOC and GP I begin to realize we are not going to be close to the mandatory 1500 crossing despite being on the GP. I click off autopilot and dive below the GP. I am no longer stabilized and am below the GP in a turbojet aircraft. Thank god it was VMC. I believe I crossed DANDY anywhere between 1450 to 1550 feet. continued to TORBY and executed an uneventful circle to Rwy 1. I was never told by ATC to cross DANDY at a specific altitude nor was anything said to me while after crossing DANDY.I believe that to clear a pilot for the ILS and then to have the pilot go intentionally below the GP is contrary to the regs and training. This is a confusing approach for anyone not familiar with it. My mistake was assuming the GP would bring me across DANDY at 1500 feet. The mandatory note on the plate was (I thought) to emphasize that the pilot has to be on the GP.If that was IMC and being that close to the ground and the ridgeline I wonder if my EGPWS would have gone off?I will not be caught unawares again as regarding that situation; each time I brief a plate I will look for that scenario.




Synopsis: A Corporate pilot flew the TEB ILS Runway 6; circle Runway 1 but was puzzled because his clearance was maintain 2;000 feet until established. He assumed incorrectly on glideslope would fulfill the mandatory 1;500 feet DANDY constraint but a rapid descent met the constraint.
Date: 201506
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class A ZOA
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Approaching San Jose; Oakland Center cleared us to descend via the SILCN1 Arrival. At around 24;000 FT; he handed us off to NorCal Approach. He was surprised and angry to learn that we had been cleared to 'descend via;' and stopped our descent at 20;000 FT. We leveled off at 20;000 FT; and immediately went above the descent profile; where we remained until 500 FT AGL. He was working other traffic; a Lear; crossing below us at around 17;000 FT. When we were clear of that traffic; he cleared us to descend via the arrival. I explained that we were too high at that point to make the runway if we followed the arrival routing so he slowed us to 250 knots; and handed us off to the next lower Controller. I explained our situation to the next Controller; who; as we reached 10;000 FT; cleared us 'speed your discretion.' I explained that would do no good; as the speed limit below 10 was 250 knots; which we were already at. He vectored us off the arrival; and across the final approach course. He then asked if we saw the field; which we did; and he cleared us the visual approach. I told him we were still high; and might not be able to make the runway. Then he told the other carrier MD-80 behind us to follow us; and also cleared the visual. The other carrier replied that we were much too high for them to follow us. We configured to gear down and flaps 40; and worked our way down toward a normal glideslope; which we finally intercepted at 500 feet. We then made a normal landing and cleared the runway just as the other carrier touched down. If we are going to fly RNP STARs; we need to be cleared to descend via the arrival as soon as possible; and need to be able to adhere to the published speeds and altitudes. If we get high; or slow; we cannot make the descent profile; and need to be cleared some other form of arrival. There is very little margin in the published arrivals for a 737 to be able to recapture the profile and none if slowed below the published speeds. We spend the entire time trying to get back on profile; distracting us from checklists that need to be accomplished; and detracting from a stabilized approach. It compromises safety.




Synopsis: B737 Captain reported he was put into an unstabilized approach situation when ATC held him high on the SILCN1 arrival into SJC. Reporter commented that deviations from 'cleared via' clearances often cause problems.