elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 0601-1200
Location: CYYZ.Airport, ON
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class B CYYZ
ATC / advisory: Tower CYYZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the ROKTO 3 arrival into CYYZ we were at 7000 feet and ATC advised us 'cleared direct to DULPA and descend to 3000 feet until established cleared for the ILS 05.'  By the time we were given the altitude it looked like we were going to be high so flaps and speed breaks were used to establish a better decent.  When looking at the arrival earlier we had not noticed the crossing restriction at DULPA of 3000 feet because the location of the name and restriction is not located next to the fix.  As we were approaching DULPA the First Officer looked at the approach plate and noticed we were within the 13.9 DME from YTP or inside the fix XIGAN which allows to descend to 1900 feet so he set 2000 feet.  The DULPA fix is on the approach plate but it does not have the 3000 foot restriction on the approach plate.  The needle was alive as we went threw 3000 feet I am not sure if we missed the altitude at DULPA or not.  The FO was just going by what the approach plate said and that ATC had said 3000 until established.  As we leveled off at 2000 feet ATC asked us to level off at 2000 feet until the glide slope and later told us the next time we come into CYYZ we should intercept the glide slope at 3000 feet.  Later when we arrived at the gate we looked over the arrival and approach plate to see if we had missed anything and saw on the arrival where DULPA is at 3000 feet; but it was not anywhere on the approach plate.  I believe if the arrival chart could be changed so the restriction of 3000 feet at DULPA was clearer that would help and I also believe DULPA at 3000 feet should be added to the approach plate.




Synopsis: ERJ170 Captain reports descending to 1900 feet prior to glide slope capture during the ILS Runway 05 at CYYZ after being cleared to 3000 feet until established cleared for the ILS.
Date: 201402
Local time of day: 1201-1800
Location: RSW.Airport, FL
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class C RSW
ATC / advisory: TRACON RSW
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: On the SHFTY TWO arrival into RSW the MCDU is wrong! It appears to be auto sequencing; which is something it should not do. Also; I believe this has happened in ATL as well if I remember the last Union update. According to the arrival after reaching LBV you are supposed to take a 228 heading for Runway 24 (see note 2 on the arrival). If you put this arrival in and then put the RNAV 24 runway in; the box puts in LBV direct RODDE; which is the IAF for the approach. But again this is not what you are cleared; you are supposed to take the 228 heading that is on the arrival. We caught this during our descent brief and asked ATC what they wanted; they concurred that after arriving at LBV they expect us to be on the 228 heading not direct RODDE. I do not know why the box is auto sequencing things now; but it is not right; please put an alert out to the crews about this arrival.




Synopsis: An A320 Captain reported that the aircraft's FMGC database fails to comply with the published 228 degree heading outbound from LBV on the SHFTY RNAV STAR to Runway 24 at RSW.  Reporter advised when the RNAV(GPS) RWY 24 approach is selected it reprograms the 'heading and associated route discontinuity' prior to RODDE waypoint on the approach to a continuous leg; sans discontinuity.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Weather; Aircraft
Primary problem: Weather

Narrative: While in holding pattern the aircraft was hit by lightning. Autopilot failed to stay connected in a turn and we climbed 200 FT at the same time we received an ECAM message that the right engine stalled. The holding pattern [was] too close to convective activity.




Synopsis: An A319 was struck by lightning while in a holding pattern at 14;000 FT and made a precautionary landing after a RT ENG STALL ECAM alerted and the autopilot disconnected causing an altitude excursion.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Object
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Human Factors

Narrative: APU deferred requiring a GPU and bottle start. Ramp was short one person. ACARS is not available; so had to use the ACARS backup form. Despite all this; we blocked out on time. Ground crew tried to push airplane back with towbar as they normally do; but tow bar was bent and couldn't be used. No other towbar was available. I suggested to ground crew that if they made sure all ground equipment was clear; including moving the jet bridge back as far as it would go; we may be able to taxi out of gate. This was done. Cleared left side as far aft as I could see; noting that wingwalker was behind the wing. I then focused my attention on the marshaller who was to my left. Wing walker was no longer in my line of sight. Cleared to taxi which required a tight right turn. Began taxi; observed stop signal from marshaller. As I applied brakes;I felt aircraft jolt as it struck jet bridge. Damage was to left winglet half way up; approx 6 inches in length; one inch deep. Sent photos to MTC. Submitted to alcohol and drug testing. Aircraft was deplaned and flight cancelled.Ground crew short one member. Didn't know it at the time; but ground crew had never performed an airplane power out. This was a nonstandard procedure for them; which explains why the wingwalker was behind the wing as this is where he normally stands for a pushback. Rainy weather made it more difficult to see compared to a clear day. Maybe because of my interest in being on our way and making it all work; it didn't even register in my brain that the marshaller didn't have wands. Since she is normally driving the tug she normally doesn't have wands. As I reflected on this event I realized in a close quarters situation like this; I normally pay more attention to the wing walker then the marshaller. This eliminates the delay from wingwalker to marshaller to me which I think contributed to this incident. Other times I have seen the wingwalker give the stop signal while the marshaller is indicating the taxi signal.




Synopsis: CRJ-200 Captain reports damage to the left winglet during attempt to taxi out of a gate after the push back fails due to a bent tow bar. The flight is cancelled.
Date: 201903
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZZ
Second aircraft: B747-800 Advanced
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landed ZZZZ RWY XXL; Exited RWY at TWY K6. Cleared to cross RWY XXR. After crossing RWY XXR I joined TWY B behind a private B747-800. The 747 was taxiing very slow which required more low speed braking. Once clear of the 747; I continued to the [Company] ramp. This involved numerous low speed turns. As I approached our gate; we received a Level 2 Alert 'Brake Overheat'. The config. page showed No.4 and No.7 as being over temped. I advised ground crew to keep personnel away from the Rt Main Gear because of the hot brakes. I was advised that No.4 was spitting fire. I also observed that CFR (Crash Fire Rescue) was coming to the aircraft. Maintenance used dry chemical to extinguish No.4 and CFR flushed and cooled brakes with water. Long slow complicated taxi in a heavy airplane.




Synopsis: MD-11 flight crew encountered brake overheat following long slow taxi to gate after landing.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bird Dog 305/321
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Tail Wheel
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Was in the in the flare to landing. Aircraft bounced once; increased angle of attack to arrest oscillation. On second touchdown; tail came down first and a loud snap was heard. Taxied off the runway and saw the damaged tail spring. It broke just at the top of the tail wheel head. Total time in service is 600 hours approximately.




Synopsis: Pilot reported a bounce on landing and on second touchdown; the tail wheel spring head broke and required replacement.
Date: 201705
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: We encountered either clear air turbulence or wake turbulence at cruise altitude of FL400. We were not in any segmented areas and there were no adverse ride reports. Two Flight Attendants were thrown around and slightly injured. We had just inquired about the rides and were told occasional light chop by ATC. The Flight Attendants refused any medical attention numerous times. We asked; but requested removal from duty upon arrival at destination.


Second narrative: We leveled at our cruise altitude of FL400 and inquired ATC about ride reports several times. The report stated back was occasional light chop. We released the FAs to perform their duties. About five minutes later we encountered a 30 degree roll and 100 ft loss in altitude and what seemed to be wake turbulence or clear air turbulence. We were on top of a thin cirrus layer. I called back to check on the F/As and they reported that the B and C were in the back galley and were tossed around and received injuries.


Synopsis: B737 flight crew reported two Flight Attendants were slightly injured when clear air turbulence or wake vortex was encountered at FL400.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
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: DC Generator
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: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL390; left generator failed.  We complied with QRH which directed us to reset generator.  After about 3-5 minutes; generator failed again.  APU was deferred so QRH directed us to land at nearest suitable airport.  We considered ZZZ; ZZZ1; ZZZ2; and ZZZ3.  ZZZ was closest so we returned to ZZZ and made a normal landing with one generator.




Synopsis: B757 Captain reported the left generator failed during cruise which resulted in an air turn back.
Date: 202001
Location: ZZZ.Airport, US
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals
Primary problem: Procedure

Narrative: O2 control on/off cable with the following reference C208 35-00-01 which is very vague nowhere in this MM states anything about these flap switch guards. Tested O2 system ops check good. Once again nowhere in the MM states anything about these guards for the flap switch system or testing the flap switches after removing the guards to access the O2 cable. When aircraft landed pilot reported flaps inoperative at zero. Notified Maintenance Control. Maintenance Control asked me to verify flap switch guards and realized that they were in the wrong position causing the flap system to fault. Repositioned the flap switch guards to original position I/A/W TDA 2750E002 ops check good. C208 MM needs to be updated; also need better  maintenance bulletin procedures.




Synopsis: Caravan 208B pilot reported flaps inoperative after landing; caused by flap switch guards in the wrong position after maintenance to replace the O2 control cable.
Date: 201505
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon selecting flaps 30 and running the Before Landing Checklist; we realized the trailing edge flaps were frozen symmetrical between flaps 25 and 30. The approach was continued with no roll or adverse aircraft handling. A normal landing was executed adding a few knots (approximately Vref15). Upon further review; a go-around should have been executed; the appropriate checklist in the QRH run; and then returned for the approach and landing.


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


Synopsis: B737-300 flight crew increased Vref speed and landed after encountering a trailing edge flap lockout between flaps 25 and 30 on approach.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
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: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Operating on the right pack only initially. During the climb out we received a right engine bleed air duct warning message. We ran the QRH. Realized that we would not have any pressurization or air conditioning systems with both PACKs being inoperative so we returned back to ZZZ.We returned due to losing our last PACK which caused us to not have any pressurization or air cooling.




Synopsis: CRJ-700 Captain reported loss of pressurization after takeoff.
Date: 201203
Local time of day: 1201-1800
Location: MSP.Airport, MN
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: When we taxied out at MSP we were told to taxi via P; M; hold short of Runway 12L. I taxied toward Papa at a slight angle. As I was about to turn onto P; I had to get on the brakes fairly aggressively. There was another CRJ 200 taxiing fast down P in the other direction with no lights on other than NAVs and a beacon. I only saw one NAV light at first as most of the aircraft was blocked by my window post. I immediately made a hard left inside of the opposing aircraft onto taxiway Q. Ground was very busy and seemed not to notice the two opposing aircraft stopped wingtip to wingtip. We were only able to clarify our taxi instructions with him. He issued the same instructions as before and we went on our way. I'm sure the other aircraft was most likely doing as they were told; but a fast taxi without headlights was beyond dangerous and stupid.




Synopsis: A CRJ-200 Captain described a close encounter with an opposite direction taxiing aircraft on the ground at MSP.
Date: 201711
Local time of day: 1201-1800
Location: LFPG.Airport, FO
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: As the crew arrived at the gate; later than scheduled; I was one of the first to make it down the jet bridge. As I was descending I saw 4 people getting secondary screening in an area off an elbow in the jet bridge. As I continued down to the aircraft door I witnessed an airport security person escorting a passenger off the aircraft. I was surprised as the plane had been on the gate for nearly an hour; this could not be a passenger still deplaning on arrival. As I entered the aircraft to stow my belongings I noted that the FAMs were already on board. I recognized this as a violation of FAR 121.391; minimum crew on board before boarding. I then went back up the jet bridge to inform our Security/Gate Agent that a person had been boarded without any crewmembers on board. Agent said that they were secondary screening some passengers and that the passenger was not a security issue. In an effort to expedite boarding they were put on the jet bridge and told to wait. The passenger somehow made it down; on to the plane in spite of personnel in place. The CA and Purser arrived moments later and I informed them. The CA discussed the situation with the lead security agent and the purser and it was agreed not to have to re screen the plane to expedite departure.First problem I see is the pressure to expedite boarding to make up for a delay. Second; allowing passengers onto the jet bridge while the plane is being serviced by many airport workers. I assume the passenger saw the FAM's go onto the Aircraft and assumed it was okay to do the same. The airport security person at the door may have thought she was another FAM; or may have been distracted and had his/her back turned as the passenger walked on.




Synopsis: Air carrier Flight Attendant reported that Federal Air Marshals were allowed to board prior to the crew boarding.