elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: The First Officer was flying at FL360 in IMC when we got an IAS speed flag and noticed my side had a discrepency. We referenced the QRH; selected ADC1 and descended to FL240 to get out of RVSM airspace. While descending the First Officer's airspeed bled off; so we deemed unreliable and used the standby airspeed indicator. We declared an emergency and contacted the company for alternates but all suitable airports had low visibilities and ceilings. Once at FL240; however; all airspeed indicators began to match up with the standby. We reviewed all weather options and decided to continue to our destination because weather was improving and I felt it was a safe and practical decision.I felt we worked very well together. I invited his thoughts and opinions on what was going on so that I would have not just my own view but would get someone elses take as well. I felt our teamwork produced the safest and most practical decision making for the scenario.




Synopsis: When their airspeed indicators became unusable due to frozen moisture in the pitot system lines the flight crew of an EMB-145 descended out of IMC and below RVSM airspace where the blockage dissipated and they were able to continue to their destination.
Date: 202003
Local time of day: 0601-1200
Location: PVD.Airport, RI
Flight conditions: VMC
Weather elements / visibility: Turbulence; Wake Turbulence
Light: Daylight
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C PVD
ATC / advisory: Tower PVD
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Caught tail wheel on runway end light. No damage to aircraft [but] broke light. Wake turbulence from 737 on approach.




Synopsis: Cessna 185 pilot reported landing short and damaging a runway end light at PVD after encountering wake turbulence from preceding B737.
Date: 201908
Local time of day: 1201-1800
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Airspace: Class D ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: ZZZ Operations delayed flight without Dispatcher contact.  Delay Operations posted was 7 minutes after the exit.




Synopsis: Dispatcher reported that a flight was delayed without Dispatch being notified.
Date: 202009
Local time of day: 0601-1200
Location: JNU.Airport, AK
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class D JNU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Lack of digital ATIS in JNU. Due to terrain features so close in to JNU; it is almost impossible to receive the current ATIS via VHF until we are already in the descent to JNU. ATC usually has asked us if we have the current ATIS before we're capable of picking it up.  Even using the TEST button to break squelch doesn't give pilots a complete uninterrupted opportunity to copy ATIS. Frequently you must listen multiple times to get all the pertinent information.    Please pass this on to convince the FAA to install digital ATIS in JNU. This would be a great improvement to safety for crews actually being able to get ATIS information well before the descent.




Synopsis: Air carrier Captain reported difficulty receiving ATIS in a timely manner at JNU airport and requested that Digital ATIS be installed.
Date: 201706
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Just after rotation on runway 28L in SFO; the aircraft rapidly accelerated and climbed much faster than a normal profile takeoff. There were tower reports of speed gains 15 plus knots on rotation. The winds were 260 at 28 gusting 33. I elected to go flaps 5; max blast due to windshear concerns. We had a slightly slower than normal rotation rate. Vr was 155; and at about 200 ft; I saw my speed at 177 and accelerating. I pitched the nose up higher but the speed kept accelerating. I do not know what our climb rate was. The pitch bars were trying to command a 24+ degree nose up. My FO called out the speed and next I looked; we were close to an overspeed with the airspeed trend indicator screaming up into the red. I called for flaps up to 1; and we started our right turn. This all happened so quickly; that we were already at 800 ft by the time we started our turn. There were no other indications of a microburst; but the plane was acting and it felt like we had taken off into the increasing performance side of a burst. We continued to clean up the plane and climb out. After dodging some thunderstorms and getting above the weather; we discussed if we had overspeed the flaps. Neither of us actually saw an overspeed; but we think we might have gotten close so to err on the side of caution; we sent in a maintenance report.




Synopsis: B757 Captain reported an increasing performance windshear event on departure from SFO which resulted in a near overspeed of the flaps during the initial climb out.
Date: 202009
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class B ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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; Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were to ferry aircraft from ZZZ to ZZZ1 after engine replacement due to engine fire along with the mechanic who replaced the engine. After leveling at cruise; I noticed a crack in my side window and brought it to the mechanics attention. He had me mark the beginning and end of the crack with his marker. The crack continued to grow and a second crack appeared. I called Dispatch on my iPad and informed him of our situation along with asking him to provide us with possible diversion airports if the situation got worse; which he did. Approximately 30 minutes later; 2 more small cracks began to appear and the mechanic suggested we might want to divert due to possible window failure which we all agreed. Also remnants of Hurricane Sally were moving through ZZZ. I called Dispatch again and we decided ZZZ2 would be a good option. We landed in ZZZ2 with a normal landing. after arriving at the gate we counted 6 small cracks and 2 possible cracks on the inner pane. It was helpful to have an experienced company mechanic onboard along with help from our Dispatcher.




Synopsis: A320 flight crew reported they detected the side window cracking in flight; causing a diversion to a precautionary landing.
Date: 202002
Local time of day: 0601-1200
Location: FLL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C FLL
ATC / advisory: Tower FLL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: Runway 28L has a significant downslope in the touchdown zone that is not addressed in the 10-7 documentation or on the associated approach charts. The documentation notes that when landing Runway 10R the upslope at the far end of the runway can give the illusion of being high. There is no mention of the illusion when landing Runway 28L. The downslope is almost entirely within the 28L landing zone; where the runway drops 55 feet. The effect on the flare at 5-10 feet is not unlike a ski jump hill; where the ground continually falls away as the aircraft attempts to settle; extending the glide prior to touchdown. Additionally the winds were robust and gusting out of the northwest on this particular day. This added the additional difficulty as the wind burbled over the airport structures then blew up the slope on the north side of the landing zone; further exacerbating the floating tendency. There should be a note on all Jepp pages associated with Runway 28L that the runway has a significant downslope in the touchdown zone which can lead to significant float. Additionally; upslope winds from either side of the runway due to its elevated nature can cause updrafts in the landing area when crosswinds are present. On my landing we crossed the threshold at 50 feet and I was just able to touch down prior to the end of the touchdown zone. We watched a B737 landing behind us float a significant distance 5 feet above the downslope and that aircraft executed a missed approach. I personally had never previously landed on Runway 28L and was not aware of any issue with the runway. The documentation is inadequate to the hazard that is present.




Synopsis: Air carrier Captain reported the aircraft floated during landing due to wind conditions and a significant runway downslope at FLL airport that is not documented in the associated charts.
Date: 201910
Location: FLL.Airport, FL
Light: Dawn
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: B FA (Flight Attendant) was injured and completely incapacitated on aft galley floor. Captain and A FA requested paramedics and to stop boarding. Operations refused to stop and argued about procedures saying 'you only need two FA's.' All crew members knew this was not OK but operations continued to say they didn't understand why. Operations boarded all passengers against crew member's request with one incapacitated crew member; one crew member administering medical assistance and only two crew members in the cabin. Operations agents and Supervisors should not usurp the authority of crew members when they are not familiar/ misinformed with FAR's; crew member requirements for boarding and emergency medical procedures. Authority of operations should be clearly defined as to who is in charge. I.e. Captain or Operations so that there is no question and/or argument/disagreement during critical time sensitive issues/emergencies. The pressure put on operations and incentives offered should never be so great that on time performance outweighs a person's health; physical well-being or common sense and human decency.




Synopsis: B737-800 Flight Attendant reported Operations wouldn't stop boarding for medical emergency.
Date: 201702
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Mission: Personal
Flight phase: Cruise
Aircraft component: FCU (Flight Control Unit)
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Unmanned aircraft lost connection and flew away.

Callback: Operator stated that control of the small UAV was lost while it was within control range and at less than 200 feet altitude. The UAV crashed into a wooded area.



Synopsis: UAV Operator reported losing control input to the UAV which crashed in a wooded area.
Date: 201412
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B NYC
ATC / advisory: CTAF JRA
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Other Unwanted situation
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors
Primary problem: Airspace Structure

Narrative: During a sightseeing flight up the New York Special Flight Rules Area/Hudson River Corridor I observed what I consider to be a couple major safety concerns; both involving helicopter traffic. The first and less serious problem was excessive voice traffic on frequency 123.05 as someone appeared to be controlling multiple sight-seeing helicopter arrivals and departures on the frequency; making it difficult to separate out the mandatory position report calls in the corridor. There was also non-professional chatter on the frequency that appeared to come from the helicopter operators. The second problem; and in my opinion a critical safety issue is the flow of helicopter traffic in the corridor. It appears that helicopters flow into the area of the Statue of Liberty at low altitude and then climb to 1300 feet when they leave the area. This causes them to climb vertically through the fixed wing traffic transiting the corridor; many of whom were between 1000 feet and 1300 feet. I recall the accident several years ago that led to the current rules controlling this Special Flight Rules Area. It involved a helicopter climbing vertically and impacting a fixed wing aircraft from below. There is a high probability that this type accident will happen again due to way the sight-seeing helicopters are currently operating!!!I believe 2 steps can be taken to lessen the chances of a similar accident. First; helicopter control transmissions should be done on a discreet frequency; not 123.05. Most important; sightseeing helicopters should NOT routinely climb through the 1000 feet to 1300 feet altitude block since this is the block recommended for aircraft transiting the corridor from one end to the other!




Synopsis: A BE-36 pilot expressed concern about helicopter operations within the New York Special Flight Rules Area (Hudson River transit and sight-seeing corridor). Citing in particular; CTAF frequency congestion and the hazard to traffic watch effects. The use of vertical climbs and descents; from landing and sightseeing sites; into the transient traffic corridor; poses as a potential hazard into the paths of conventional transitory traffic.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When the seatbelt sign went off I got up and as trained; looked out the window for the presence of an ops agent and for movement of the jetbridge. There was not an ops agent present so in order for both the passengers and the FAs in the back to know what was happening I made an announcement advising all that we were waiting for an ops agent. I turned to the C FA and asked her to wait to disarm the service galley door until I make the announcement. As I turned back and looked out the window the ops agent was present; the jetbridge was moving and I made the disarming announcement.  As I turned to cross check the service galley door (C FA) I observed the flag in the proper disarmed location (across top of window) and the door was cracked. I was not able to cross check C FA door before the C FA cracked the door.  I then turned back; opened my door and the passengers started to deplane. I got distracted with passengers deplaning (seven wheelchairs) and didn't properly cross check C FA door. After all the passengers were deplaned I stayed onboard during our ground time to wait for Provo. As Provo came to the door I heard her yell; the bar. I jumped up and said wait it must have fallen off. As I approached the door I realized the girt bar was still armed. I shut the door; disarmed the slide and opened the service door without incident.


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


Synopsis: B737 flight attendants reported that after block in the service galley door flag was in the disarmed location; but the door was still armed. The door was closed and the slide disarmed before the service door was opened.
Date: 201808
Location: D01.TRACON, CO
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Equipment / Tooling; Procedure
Primary problem: Human Factors

Narrative: We were reassigned to the ANCHR 4 RNAV arrival and confirmed that all altitude and speed restrictions were depicted on the CDU. The approach to be conducted was the ILS to 35R and for situational awareness purposes we also loaded the PURRL transition. When we approached DOGGG we did not meet our altitude and speed restriction because it got involuntarily deleted. I informed ATC and they cleared us to 9;000 feet with speed at our discretion. I believe this occurred because we loaded the PURRL transition which deleted the DOGGG restrictions as this exact scenario happened to us on [a] flight the next day.




Synopsis: B757 Captain reported missing a profile restriction during descent.
Date: 201602
Local time of day: 1201-1800
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: A320 entered gate and came to a stop. We started to unload both FWD and AFT cargo compartments. Ramp serviceman noticed the nose gear beginning to rise. We immediately stop all FWD unloading and increased our unloading of the AFT compartment. The nose gear rose a total of 1/2 inch off the ground during this time.




Synopsis: While unloading bags from an A320; ramp crew noticed that the nose of the aircraft started to rise. They stopped unloading from the forward cargo bay until the aft bay was unloaded.