elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During ILS approach (PF); approaching the final approach fix; directed 'check spoilers; gear down; before landing checks.' Tower had initially cleared us to land outside the FAF. During the landing checklist; ATC canceled landing clearance due to departing traffic. This caused an interrupt; after the ATC read back; completed the checklist. At approximately 1000 AGL; the radar altimeter warning horn sounded. I verified the gear indications; which indicated not down and locked. Commenced missed approach; vectored back around and landed normally.Lack of proper checklist procedure after interruption. The PNF had not extended the landing gear when directed and improper crosscheck by PF had missed this during checklist. Contributing factors; ATC was a distraction with a landing clearance; then cancellation; then clearance to land again on the final segment; after approach control had issued a maintain 170 knots to the FAF; with subsequent configuration change (flaps and airspeed); to fly the ILS and landing.Proper adherence of the SOP on interrupted checklist and cross checking. Diligence to avoid complacency interpreting aircraft state versus expected aircraft state. It would be a good feature if the aircraft would give an alert if the flaps are extended beyond 20 degrees with the gear still up.


Second narrative: There were distractions from ATC. The landing clearance was cancelled and the controller was difficult to understand at times. We were also complacent when verifying the green gear down indications during the before landing checklist. [Suggest] strict adherence to the checklists and actually checking what the list is calling for. We were complacent.


Synopsis: CRJ-900 flight crew reported going-around after receiving an alert that the landing gear was not extended on short final.
Date: 201308
Location: ZDV.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; 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: Aircraft; Chart Or Publication
Primary problem: Aircraft

Narrative: There is a discrepancy in altitudes between the charted arrival and the FMC database for the TELLR 1 STAR into DEN. The altitude at CREDE Intersection on the charted arrival is listed as at/above FL190. The altitude at CREDE Intersection in the FMC database is listed as at/above FL210. We noticed the discrepancy during the descent briefing. Upon being given clearance to descend via the TELLR 1 arrival; we asked ATC to verify the correct crossing altitude at CREDE. ATC confirmed that the charted arrival altitude at/above FL190 is correct. We made the change and descended accordingly.




Synopsis: A pilot reported his aircraft's FMC TELLR 1 RNAV database depicted the CREDE waypoint crossing restriction at/above FL210 but the chart and ATC confirmed the restriction is actually at/above FL190.
Date: 202002
Local time of day: 0001-0600
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Ambiguous

Narrative: We have aircraft flying around with parts that do not show in the computer on the aircraft.This has happened because of the system change over.I believe its simply a matter of time.




Synopsis: Maintenance personnel reported aircraft part numbers missing in  maintenance computer.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: Citation Latitude (C680A)
Flight phase: Parked
Reporter function: Technician
Human factors: Time Pressure; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Staffing
Primary problem: Human Factors

Narrative: Aircraft X is currently in our hangar under WO #XXXXXX. The wheel wells are not clean but have been signed off. Squawk has been signed off with an accompanying meter sent to [Company] to comply with the Corrosion Preventative Program. Our personnel have neither the training nor equipment to do this job; but it is being signed off anyway. Mop; buckets; cold water; dishwashing detergent; large brushes; rags and Scotch Brite pads are not getting the job done. The areas most difficult to clean are where the likely hood of corrosion is highest; rows of fasteners; seams; corners and clusters of hydraulic tubes. I have entered a discrepancy in the work order to fix this as I have in the past; please fix.




Synopsis: Mechanic reported that accomplishment of Corrosion Preventive Program on CE-680A signed off without it being properly done.
Date: 202201
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Aircraft Y was exiting off of a north-complex runway at Taxiway Exit 1. Aircraft Y was instructed by North Ground Control (frequency) to make a left on Taxiway 2. Aircraft Y did not respond and was continuing towards Taxiway 1 where I was Towing an Aircraft X opposite direction to Aircraft Y. My destination was Gate X which is the end gate closest and adjacent to Taxiway 2; I was concerned that Aircraft Y was getting to close to me because my right wing would likely overlap some of Taxiway 2. Ground Control called a second time and Aircraft Y still did not respond. Finally; after 3 or 4 attempts; Aircraft Y switched to frequency and announced his exit of Runway XXL on Taxiway 1.Though this is the first time expressing my concerns; I have witnessed the same behavior/problem on two other occasions in 2020 in the south complex. One time the same Aircraft Y flight was both non-responsive and slow moving; and thereby caused me to avoid an imminent situation with another aircraft exiting a runway as I was forced to hold short of a runway exit against ATC instructions. ATC was not aware that Aircraft Y was blocking my path. I have witnessed another occasion where the same flight; Aircraft Y; stalled off a runway exit and created unnecessary congestion on the Taxiway. The consistency of Aircraft Y's mishaps is troubling as these identical problems span a period of 2 years.




Synopsis: Tug driver reported a ground conflict with another similar type aircraft that was not on frequency.
Date: 201411
Local time of day: 0601-1200
Location: FAY.TRACON, NC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C FAY
ATC / advisory: TRACON FAY
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Trainee assigned 2;300 feet to aircraft on vectors for ILS approach.  Upon listening to the tape; it was confirmed that the pilot read back 2;000 feet.  He actually descended to 2;000 feet and was right over the antenna that determines the 2;300 feet MVA for the area when we caught it; but was showing 2;100 feet.  I assumed he was at 2;300 feet and showing low; but he told us that he was at 2;000 feet when he was cleared for the approach and told to maintain 2;300 feet until established.Listen to read backs better.




Synopsis: FAY Approach controller describes seeing an aircraft lower than what they thought they assigned; at an altitude right at the MVA. Controller listened to tapes and pilot read back incorrect altitude; but controller did not catch it.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Freezing Temp
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Weather

Narrative: Landed without incident. Took taxiway D. At a slow pace got 2/3 of the way up the taxiway and left brake froze up. Slid off to the left and stopped the aircraft. Throttled up a little to try to get centered again to no avail. Stopped engines. Airport personnel came and attempted to clear out the snow. Started engines and tried again to get centered. Slid even more to the left and stopped aircraft again. Left main ended up off the pavement. Called for maintenance to tug me in. Kept engines running for passenger comfort; heater; until tug showed up. Stopped engines and was tugged in. The cause was primarily due to 5 to 6 inches of snow on the ground; below freezing temps.




Synopsis: C-402 Captain reported a taxiway excursion due to left brake failure due to freezing temperatures.
Date: 201702
Local time of day: 1801-2400
Location: RPLL.Airport, FO
Flight conditions: IMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center RPHI
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Complete GPS loss of signal as we crossed the coast in point to RPLL. Signal was lost for remainder of flight. Also on takeoff from RPLL we had a complete loss of GPS signal until coast out. No notice on NOTAMs viewed. No notices on RPLL ATIS.




Synopsis: Air carrier Captain reported a complete loss of GPS signal in the vicinity of Manila (RPLL). This anomaly was observed both during the arrival and subsequent departure to the airport and was not mentioned in neither the NOTAM nor ATIS information.
Date: 201204
Location: ZZZZ.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Work Refused
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I had just finished 6 days straight with a 3 day Europe Trip followed by a 3 day West Coast trip that ended with a red-eye. 18 time zones and day and night flying in 6 days with a scheduled double-pump to go out to the UK THE NIGHT of day number 6 after getting in from the West Coast on the red-eye that morning. I thank you for the heads-up to complete this report; but I request that my sick bank NOT be depleted. If this is deemed operational; great; but if the committee sees it as non-operational; I would request that my sick bank not be depleted for a fatigue call that resulted from a scheduled double-pump pairing that will be illegal under the new rest rules anyway. I'd rather save the sick time and not get paid.




Synopsis: A B757 First Officer called in fatigued following a three day European trip; then a three day West Coast trip and a scheduled night departure to the UK after getting home on the red eye from the West Coast trip.
Date: 201403
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Contracted Service
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were on an extremely short flight from SJC to ZZZ. San Jose Tower held us at the end of Runway 30L until Traffic flow allowed us to basically fly directly to SFO; Runway 28R; straight in vectoring. During the visual approach to Runway 28R; Tower advised us of an Aircraft Y lining up on the ILS 28L localizer. Aircraft Y was also advised about our location. He was initially 2;000 FT MSL above us and on our TCAS system on board. Problem was; Aircraft Y was on top and needed to descend through a thin layer to get the runway in sight. We were in very close proximity; horizontally; and both lined up on the localizer system for our individual localizers. ATC needed to slow us to 180 KTS; and advised us 'not to pass to the [Air Carrier]'. By now; Aircraft Y had came through the cloud base and was in sight visually. He was still above us and descending on profile with the ILS 28L guidance system. At about 2;000 FT AGL; we received the RA to descend. Aircraft Y was entering our protected area; according to our on-board GPWS system. The Carrier was in-sight the entire time of the RA event. I adjusted our speed and altitude as necessary to maintain a comfort zone; to stay out of the wake at low speed; low altitude. ATC around the world have lost touch with the proper vectoring of simultaneous runway procedures. This carrier should never have been above our aircraft; especially; ahead of our location descending and as close as we were on the approach. The only thing that saved us from the possibility of an unwanted violent roll command might have been the offset wind (290/12G16) at the time. And most definitely; the fact that I kept adjusting the speed to stay just ahead of his wake; almost disregarding Tower's wishes for us to slow and enter the carriers wake at slow airspeed. We were nearly in formation all the way down the shoot. Small business jets don't like large aircraft wake.




Synopsis: Pilot reports of a procedure he didn't like inbound from SJC to SFO. Complained controllers have lost touch with vectoring of simultaneous runway procedures.
Date: 201604
Local time of day: 0601-1200
Location: EISN.ARTCC, FO
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center EISN
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
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: Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: We were filed on NAT C with a routing of Gapli Dinim N50W020. While requesting our oceanic clearance and a review of both Jepp Pro in the IPad and the Jepp paper enroute chart seemed to show a disagreement in the labeling of airspace from Gapli to Dinim. Jepp Pro showed that airspace a EGGX or Shanwick Oceanic; Jepp AT 1/2 Chart showed that airspace as Shannon domestic ATS. Also touching and holding Gapli in Jepp Pro to look under 'usage' Jepp Pro indicated Gapli as the Oceanic Gateway Point; which I believe is incorrect. Where this has a bearing is that if Gapli were in fact the Oceanic Gateway fix for entry into EGGX; that would be where we would be using that as the entry point for the oceanic clearance and NAT; which it was not. We requested our oceanic with the entry of Dinim and received our oceanic clearance properly. We then called Shanwick Clearance on voice to confirm that Dinim was in fact the oceanic entry and were told that Dinim was the entry point and Gapli was in Shannon domestic airspace. It appears according to that information; that Jepp Pro is not depicting the airspace properly. We also sent an ACARS [company message] to alert the nav database people of the issue; but not sure if they handle Jepp Pro issues or just aircraft onboard database issues.No deviations; but airspace questions on the disagreements between the paper source doc and Jepp Pro. There were no enroute NOTAMS indicating an issue to the airspace depiction disagreement; or company NOTAM; or bulletin that was current; that we were aware of.




Synopsis: A Captain flying the NAT C oceanic route westbound discovered the iPad JEPP PRO incorrectly depicted GAPLI as the Oceanic Gateway waypoint when DINIM at the EISN to EGGX airspace transition is the correct Gateway waypoint.
Date: 201911
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Below 500 ft. AGL; while guarding the throttles; I adjusted my position in the seat to gain better visual. Inadvertently knocked #1 engine start lever approximately 1 inch out of the gate. Immediately returned the lever into the gate; engines indicated normal. At about 200 ft.; the #1 engine started to roll back and shut down. First Officer continued landing without incident.I did not realize a movement that slight of the start lever would shut down the engine. Will make sure my hands are clear of the levers while guarding throttles.




Synopsis: B737 Captain reported that he accidentally bumped an engine start lever during approach; causing the engine to shut down.
Date: 201703
Local time of day: 1201-1800
Location: N90.TRACON, NY
Aircraft: Widebody Transport
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: JFK RNAV transition to the ILS 13L is a new procedure into JFK. Today I worked numerous arrivals via this approach with the RNAV transition. Aircraft X asked me to verify that he continues the approach after the initial fix cleared from; KMCHI. I verified; explaining after KMCHI to proceed to BUZON before making the turn to the localizer. When I cleared Aircraft X; I told him to cross KMCHI at 2900. Aircraft X crossed KMCHI at 2900 and then started to descend prior to BUZON. I noticed this error at 2600 and told him to climb immediately issuing the altimeter and crossing restriction. Aircraft X descended to 2100 before starting the climb back to 2900. I asked if he was stabilized and ok with the approach; which he said he was. Aircraft X continued and landed with no further issue.I believe it would be helpful to the pilots having mandatory crossing altitudes easily identified on the charts with the bar above and below the altitude. Currently on the approach plate; there is only an altitude between the approach fixes which are hard to see and could be missed.




Synopsis: New York TRACON Controller reported that an aircraft descended below a crossing restriction.