elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Coming down the FYTTE5 the FMS lost GPS causing the aircraft to continue straight during a turn on the arrival. We noticed the issue and contacted ATC and were then given headings to join ILS Runway 27R. Not much we could have done we saw it as soon as it didn't sequence and contacted ATC to let them know we just experienced a FMS/GPS failure. The newest revision of software we think might have affected the sudden drop in GPS calculation causing us to go off course. We resent the position and then all matched for the points on the approach backed up with the DME for the approach.




Synopsis: Air carrier First Officer reported loss of GPS/FMS navigation capability during the arrival.
Date: 201406
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise; ECAM alerted crew to System Yellow Low Hydraulic Pressure. Proceeded with ECAM/QRH/follow up Standard Operating Procedures. Consulted with Dispatch/Maintenance via airphone. All agreed best action return to departure airport. Declared emergency with ATC. Returned for [an] uneventful landing.  Mechanical failure of Yellow Hydraulic System.




Synopsis: A320 Captain experiences the loss of the Yellow Hydraulic System pressure during cruise flight. ECAM procedures are complied with and after consulting with Maintenance Control; the flight returns to the departure airport.
Date: 201410
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On lift off ECAM for Captain pitot and engine 1 reverser unlocked. PFD indications were scrambled. No FD guidance; no auto thrust; no auto pilot. Airframe vibration at 5000 feet 250 knots. Declared emergency vectored for immediate rnav approach. Unable to load rnav approach in FMGC. Abandoned approach and took vectors for the VOR approach. Loaded frequency/course manually in both RMP's. Landed and got ECAM gear system disagree. Taxied to gate.


Second narrative: Took off and had 2 ECAM's for captain pitot and engine 1 reverser no other ecams. No heading commands for FD no auto pilot no auto throttle no altitude commands open com v/s or altitude alerts unable to load the approach for the first officer. tuned VOR APP. Had an airframe vibration for a minute or two slowed to 180 vibration stopped. On captain PFD kept getting symbols that you get with control check on the ground. On landing we got a third ECAM Landing Gear system. At no time did we receive an ECAM that would help us just 2 in the air then one on the ground we declared an emergency stayed close to the airport. We flew the VOR APP with manually tuned radios; as that was all we had. ILS OTS. Normal landing had trucks meet us told flight attendants and passengers.


Synopsis: A319 flight crew experiences ECAM's for Captain's pitot and engine 1 reverser unlocked at rotation. Many autoflight functions are not available and the crew elects to return to the departure airport. With the ILS OTS the RNAV is chosen but cannot be loaded in the FMGC. The VOR approach is then chosen and tuned on the RMP's. After landing a landing gear disagree ECAM is displayed.
Date: 201703
Local time of day: 1201-1800
Location: N90.TRACON, NY
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B N90
ATC / advisory: TRACON N90
Aircraft component: Trailing Edge Flap
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout; we noticed the flap indicator showed the left TE Flap at 1 degree with the right flap at zero (the selected position). Previously we had hand-flown the aircraft through cleanup and had noticed no asymmetry. The flaps had indicated full up and VNAV had engaged with no speed restriction. We found that the left TE (Trailing Edge) Position Sensor circuit breaker was popped; and concluded that we had no asymmetry; just a failed indicator. We elected to continue to [our destination] without changing anything. Upon descent; the flaps did not respond to handle movement. I elected to reset the popped circuit breaker; which restored flap indicator operation (both flaps indicating zero).Unfortunately; the flaps still did not respond to handle movement. We requested a delaying vector and performed the QRH procedures for Trailing Edge Flap Disagree and Alternate Flap Extension. We recalculated landing data for the Flaps 15 landing; completed all checklists using the QRH and landed uneventfully. At the gate we wrote-up the popped/reset circuit breaker (which remained in) and the alternate flap extension in the logbook; and gave the aircraft to Maintenance. In total; landing was delayed by about 5 minutes.




Synopsis: B737-700 Captain reported flaps did not respond to handle movement; QRH procedures were followed for alternate flap extension to uneventful landing.
Date: 202108
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Physiological - Other; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Laser
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: About 15 miles west of ORD on arrival we were exposed to a laser beam from the left front of the aircraft.  I was Pilot Monitoring; my First Officer (FO) was flying; and I reported the location to ATC.  About 5 minutes later I experienced an intense nauseous feeling.  I thought I was going to be sick.  The intense nauseous lasted maybe 5 minutes and then I started feeling somewhat better. My FO [advised ATC]; we landed and taxied in without incident.  Medical personnel met our flight and checked my vitals; all being normal.  The upset stomach was still present but not as bad as it was in the air.  Side note...The flight was X hours and 10 minutes; about 90 minutes into the flight we ate a crew meal.  I'm not sure whether the nauseous feeling could be food related or if it was because of the laser.


Second narrative: Experience a laser event followed by a pilot incapacitation followed by an inflight [urgency situation] on approach into ORD. Arrived at the gate and was evaluated by EMS. Had to wait an hour for crew transportation to the hotel. Arrived at the hotel after midnight. Stayed up to record the details of the flight. Called [operations] around XA:00 to say I was not rested physically or emotionally to operate the flight tonight that had a hotel pickup time of XB:00 followed by a X hour flight.


Synopsis: Air Carrier Pilot Crew encountered a laser while on final approach; reported that the Captain became ill after the event. First Officer completed a normal landing.
Date: 201711
Local time of day: 0001-0600
Location: ATL.Tower, GA
Flight conditions: IMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was working Local Control during IFR weather. I was unable to see the runway or any aircraft on final. I was relying on the ASR (Airport Surveillance Radar) and the ASDE-X (Airport Surface Detection Equipment) for separation and safety. On short final; Aircraft X appeared to make a major correction to the north and this caught my attention Aircraft X showed up on the ASDE-X and appeared to be lined up on taxiway November. It took me a second to process what I was seeing; and I then instructed Aircraft X to go around.




Synopsis: ATL Tower Controller reported instructing an aircraft to go around after they appeared to line up with a taxiway in IFR conditions.
Date: 202105
Local time of day: 1201-1800
Location: DWG.TACAN, FL
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: UAV: Unpiloted Aerial Vehicle
Operator: Other unknown
Mission: Other unknown
Airspace: Class D VPS
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter function: Observer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Witnessed from the surface 2 different quadcopter UAS operating at the above location most likely without ATC authorization. Within the SFAR 93 area close to single engine seaplane and helicopter tour operators near Destin airport and directly over persons in the open. There should be some type of warning or NOTAM put out that in the vicinity of Destin in the area of Crab Island this is a common occurrence. Most likely unlicensed UAS operators who don't know and don't care about the rules who are doing his and should be held liable for the airspace violation.




Synopsis: An eyewitness saw two UAS flying within a Special Air Traffic Rule (SFAR) area close to numerous operating fixed wing and rotor wing aircraft.
Date: 201503
Local time of day: 1801-2400
Location: JCF.TRACON, CA
Light: Dusk
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class D VCV; Class E ZLA
ATC / advisory: TRACON JCF
Second aircraft: Military Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft Y was being vectored for a practice ILS runway 17 circle to active runway 35 at VCV airport.  VCV Tower asked on a 15 mile base to hold him and allow an IFR aircraft to back taxi and depart runway 35; Aircraft X; Heavy.   Aircraft Y was advised he would be vectored through the localizer to allow spacing.  Aircraft X was released with a turn out towards PMD.  Aircraft Y was vectored back towards the localizer and asked to reduce to final approach speed.  Aircraft Y was advised the Aircraft X was taking a longer than expected time and would be turned to localizer after crossing for additional spacing.  Aircraft Y was given a turn to 140 from a 9.5 mile base and told to maintain an altitude of 4;600 feet.  Aircraft X was radar identified and observed in his left turn towards PMD VORTAC.  After observing the turn; Aircraft Y was told to maintain assigned and altitude until established on the localizer; then he was cleared for the ILS runway 17 circle to runway 35 at VCV airport.  Aircraft Y was on vectors until Aircraft X was no longer opposite direction and was not issued a clearance to VCV airport until Aircraft X was no longer opposite direction.  As the aircraft was not cleared to the VCV airport or any runway; there could not have been any infringement of the Opposite Direction Operation section of our VCV airport Letter of Agreement.The event could have been better handled or more positively controlled by issuing the Aircraft Y a right turn to 150 to join the localizer from their initial 250 heading; which would have allowed an extra minute and 2 additional miles of spacing; but the LOA was not clear on how to handle a situation with a VFR aircraft on vectors expecting additional services and the controller awaiting a brief to take the position and the Supervisor at the time on the desk were unsure as well I asked while on position.   I'd suggest a more in depth brief on opposite direction operations for all controllers to ensure sound understanding of what can and cannot be done.




Synopsis: JCF Controller reports of an Opposite Direction Operation that worked out fine; but he critiqued his operation and determined it could have been done better.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Ground Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: After the before takeoff checklist was completed and configuration checked ok we began the takeoff roll and a master warning spoiler config message appeared and we aborted the takeoff. The Captain checked the flight control page and noted that all spoilers had deployed during takeoff roll. We called maintenance and were advised to return to the gate and deplane. System malfunctioned and spoilers deployed un-commanded during takeoff roll.


Second narrative: We got the takeoff configuration ok message and rolled on to the runway and applied power for takeoff around 60 knots we got 'configure spoilers' master warning. So I aborted the takeoff. While rolling down the runway I checked the flight control page and saw that all the spoilers where deployed. As we exited the runway all the spoilers stowed themselves. The spoiler switch was in its proper place of auto.Equipment malfunction; spoilers deployed uncommanded on takeoff roll.


Synopsis: Flight crew reported a rejected take off due to spoilers deploying on takeoff roll.
Date: 201504
Local time of day: 1801-2400
Location: SPS.Airport, TX
Flight conditions: IMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Confusion
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Arrived at SPS with known tower closed; briefed and flew ILS to Runway 15C. Made all transmissions for landing with non-tower operations.  Used pilot controlled lighting procedures which were on the approach plate.  Broke out at 2000 feet AGL and the runway lights were not on for 15C only 15R.  Side stepped to 15R and made a normal landing and rollout.  During preflight for return flight I called and talked to the tower supervisor.  He informed me that there is no pilot controlled lighting for 15C only 15R; the approach plate is in error. Since it was VFR when I broke out there was no threat for this landing. If the weather had be below minimum to circle a go-around would have been required.  The company needs to verify that pilot controlled lighting is only available for 15R and provide that information to all pilots on the dispatch release.


Second narrative: Captain reported that his chart indicates that the pilot controlled lighting should illuminate runways 15R/33L; 15C/33C; 15L/33R however on arrival to the airport; the pilot controlled lighting ONLY illuminated RWY 15R/33L.The captain stated he then had to fly the approach ILS RWY 15C and sidestep to RWY 15R.The information about pilot controlled lighting is inaccurate.  Please refer to the pilots' ASAP report for more specific information. Aircraft had to sidestep to another runway.Before flying into an airport; the dispatcher and pilot MUST be given the most current information.


Synopsis: During a night approach to SPS Runway 15C; the pilot sidestepped to Runway 15R because the pilot controlled lighting is installed only on 15R. Both the Pilot and Dispatcher missed the Jeppesen and AFD notes regarding the location of the lights installed.
Date: 201412
Local time of day: 0001-0600
Location: SAN.Airport, CA
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SAN
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Second reporter function: Ground
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I had put Aircraft X in position RWY 27 behind Aircraft Y arrival. Aircraft Y exited off the runway quickly and I gave him instructions to taxi into the ramp on my frequency since it was a very short route and ground control did not have any traffic in the area. Then my mind started thinking about how much work it is for a pilot to switch frequencies rapidly when going such a short distance etc. As my mind drifted I forgot that I had put Aircraft X into position and had it in the back of my mind that the only traffic I had was still 5+ miles out.After a long moment of silence someone said 'Radio check' and I replied loud and clear then scanned the runway; that's when I realized my mistake. The ASDE-X alerted and I sent Aircraft Z around on a heading and altitude. I coordinated with TRACON while Aircraft X held in position then he departed without further incident.An ELMS on the dangers complacency? I am not really sure. I have always prided myself with always being alert and scanning most especially when it is slow and easy to let thoughts distract you from maintaining alertness. I will certainly be more cognizant of maintaining alertness during slow traffic; and keep an eye out for it with my coworkers as well.


Second narrative: Aircraft Z was on very short final when ASDE-X alerted and initiated go around because Aircraft X was holding in position. I was working ground and played no role in the event.


Synopsis: SAN Local Controller puts an aircraft into position and forgets about it while thinking about other things. ASDE-X alarms and local sends aircraft on final around.