elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1801-2400
Location: BOS.Airport, MA
Weather elements / visibility: Snow; 3
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower BOS
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Weather; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Taxiing out of North Cargo we were given Lima to Bravo.  There was snow on the ground obscuring the taxi lines and the Airport info page 10-9 depicts Lima as a large paved area connected to Bravo; but when we taxied we saw some markers that we went around to the left and then onto Bravo.  When we pulled up the Parking gates 10-9B page diagram we saw that there is an area between Lima and the General Aviation ramp that is not depicted on the 10-9 airport info page.  I believe we stayed on the taxiway at all times but we weren't on Lima.  The 10-9 page needs to be updated to show that area.


Second narrative: Upon reaching the area where Taxiway L left the cargo ramp area we mistakenly taxied via the general aviation ramp to enter Taxiway B. There was no incident and we continued taxi and took off uneventfully. In reviewing the 10-9 page; the taxi diagram is misleading in showing taxiway L on a large paved ramp area. It shows a different layout than the 10-9B page. In reality there are some ground markers separating L from the large general aviation ramp area (as depicted on 10-9B). The 10-9 page should be fixed by Jeppesen to more accurately reflect the true layout.


Synopsis: A crew departed the BOS North Cargo Ramp with clearance to Taxiway B via Taxiway L but turned left after leaving the Cargo Ramp and taxied via the General Aviation Ramp to Taxiway B. The event occurred during night conditions with snow. More accurate North Cargo airport charting was suggested.
Date: 201703
Local time of day: 0001-0600
Location: F11.TRACON, FL
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E F11
ATC / advisory: TRACON F11
Second aircraft: Ultralight
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X departed ORL and was receiving VFR flight following at 3500. Immediately after transferring communication to TPA approach; the pilot reported a paraglider was in close proximity to his aircraft. I had no primary or secondary return so there was no traffic I could call as a safety alert. He then notified that another glider appeared at his 9 o'clock position but 1000 feet below him. This second target was not observed as a primary or secondary target on the radar scope.We need to start a dialog with the instructors at the [local glider park] and let them know the challenges we are experiencing with the heightened glider activity. Perhaps we just need to remind them of turning on their transponders while operating under or close to Class Bravo Airspace so we can have a target with altitude read out.




Synopsis: F11 TRACON Controller reported an airborne conflict between a small aircraft and two gliders. The gliders were not displayed on the Controller's RADAR Scope.
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Distraction; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was giving instruction to a student to prepare for his end of course ride for a FAR 141 school. We had just gone missed off the VOR/DME XX approach at ZZZ. We climbed into the hold at 3;000 and was issued an instruction to climb to 4;000 in the hold. A minute later we were given a traffic callout at our 8 o clock and 10 miles. I called back looking for traffic; but as we were doing turns in the hold it was hard to remember what position the aircraft was in relation to us; although I kept scanning to find it. We completed our teardrop entry into the hold; and as we were about to turn inbound for the first turn in the hold; I spotted an aircraft below me at about 200-300 feet. I theorize because of the position of our wing during the turn in the hold I was unable to see him. I reported the near miss to ATC and talked it over with them once on the ground.




Synopsis: C172 flight instructor reported a near mid-air collision with another aircraft while entering a hold.
Date: 201912
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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 Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the initial climb out of ZZZ we got the HYD2 LO QTY EICAS message. I ran the QRH that instructed us to monitor the affected hydraulic system. I sent an ACARS text to dispatch advising them of our situation and that we possibly will have to divert. As I was texting back and forth with Dispatch I noticed the #2 hydraulic quantity kept decreasing. At that point I made the decision to divert. Initially I wanted to divert to ZZZ1 but later changed the destination to ZZZ2 as it was closer to our current location. I advised Dispatch; Flight Attendant; ATC; and passengers of the situation. Meanwhile; the First Officer and I reviewed the 'Hydraulic System 2 Failure' QRH; just to be prepared for the event that we completely lose the #2 hydraulic system. We started preparing for arrival into ZZZ2 and I ran the overweight landing QRH. Once we were ready and set-up for the approach into ZZZ2; we transferred the controls and I became the Pilot Flying. The approach and landings were uneventful and within the overweight landing criteria. After; we taxied to the gate I made logbook write-ups for the EICAS message; overweight landing; and lockout/tagout device installation.




Synopsis: ERJ145 Captain reported that a hydraulic system failure resulted in a diversion.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; 10
Light: Night
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Intake Ice System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: While on descent out of FL250 it was reported there was light rime ice just about 50 miles NW of ZZZ. I acknowledged. About 2 minutes later we entered the clouds and I turned my anti ice systems on. I then began picking up ice. My left engine ice failed and I immediately asked for lower stating that I was having device systems issues. Center descended me immediately to FL210. Once I started the descent I began reading checklists and working the system. I then noticed the autopilot altitude select didn't arm and I descended below my assigned altitude. Once I realized it I was starting back up but Center just cleared me to 13;000 feet. They never said anything to me and there wasn't another aircraft in the area. No deviations or conflicts. The main issue was dealing with the deice problem while getting ice in the descent. I was descending at 2500 ft min to get below the ice which was around 19;500 feet.




Synopsis: CE550 Captain reported overshooting a cleared altitude while descending in icing conditions with a failure of the left engine anti-ice system.
Date: 201310
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Aircraft component: Autoflight System
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: ATC issued a descent to cross BEARR Intersection at 17;000 FT. We were previously on profile so we set the constraint altitude in the MCP and continued with our descent. The local altimeter setting was 30.50 as indicated by ATC and 30.51 (ATIS altimeter setting) was previously entered into the descent planning page in the FMC. As we approached 18;000 FT; we reset our altimeters to the local setting and began the Descent Checklist. Sometime during the execution of the Descent Checklist and our passing of 18;000 FT; the VNAV disconnected and the aircraft was subsequently high on the descent path. As we were very close to our crossing restriction; there was not enough time for manual intervention to be effective and we crossed BEARR 300 to 500 FT high. We were both surprised that the VNAV would disconnect as we were on speed and had verified that the local altimeter setting was entered correctly in the descent forecast page. My suspicion is that the transition to local altimeter-based altitudes for VNAV PATH computation was too abrupt for common VNAV's pathetically narrow window for tracking the computed path. The issue was probably exacerbated when we reset our altimeter settings out of sync with the FMC's transition; which is not visibly evident to the crew. There are serious usability issues with common VNAV due to the lack of salience of mode transitions and the narrow altitude/speed ranges in which the VNAV will track the computed path. I also believe that the common VNAV is somewhat buggy as I have witnessed similar issues where the FMC will suddenly generate a large deviation from the previously computed path to a nearby constraint; to be followed by a VNAV disconnect with minimal time to intervene (e.g.; MAIER/EAGLE arrivals into Phoenix). I feel that the use of common VNAV should be re-evaluated. Promoting awareness of this failure mode would also be beneficial.




Synopsis: B737-700 Captain describes a VNAV disconnect descending through FL180 with a high barometric setting that he believes reveals a basic flaw in the B737 auto flight system.
Date: 201707
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: I was working the d-side at Sectors 34/35 for a check ride. The check ride started going south and I know we violated Sector 18 with Aircraft X I think at 19;000. 18 did call me and claim radar contact when this aircraft was 3 or so miles in their airspace. I think there might have been an LOA not followed with a LOU arrival as well; but I'm not exactly sure as I was coordinating nonstop. The sector totally ran away from the trainee and I did everything possible to help out and yet not control the sector from the d-side during a check ride. The sector was controlled very well and there were a lot of panic reactions due to a lack of planning.After this check ride took place I got to thinking at what point as an OJT Instructor do you shove the supervisor and trainee out of the way to maintain safety and keep the service we provide at an acceptable level? This I think is something most OJT Instructors probably don't have the nerve to do as they might be scared of what the supervisor might say or do since it is a 'check ride'. I can't say that before this situation I would have done that; but after it I think I will definitely jump in sooner than later to prevent a cluster from happening. I think it's a slippery slope during a check ride as to when or if you even take over as an OJT Instructor.




Synopsis: ZID Controller acting as an Instructor/Monitor while a Supervisor gave a position certification to a trainee reported an airspace violation and violations of Letters of Agreement.
Date: 201911
Local time of day: 1201-1800
Location: SJC.Airport, CA
Flight conditions: Marginal
Light: Daylight
Aircraft: Medium Large Transport
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We are normally on runways 30 L/R. Today is the first day in a long time that the entire area was in an east plan due to strong winds and rain. TRACON had been vectoring all the aircraft inbound for Runway 12R at different angles and altitudes all day long; with several overtakes and at least one go-around because of compression on final. Aircraft X was about 10 to 12 miles northwest of 3 miles west of final descending out of about 2100 ft. I think he even went into conflict alert with a satellite airport aircraft because that is what drew my attention to him. I don't remember the aircraft checking on; but within 2 miles the aircraft was still not on final; but had descended further. It was about at this time that TRACON shouted over the shout line; 'Aircraft X; low altitude alert. Oh; no; he's not here.' I asked if Aircraft X was on frequency. When he replied that he was; I told him to return to the previous frequency because I wasn't sure which frequency it should be. I am not qualified enough to respond to this question.




Synopsis: SJC Tower Local Controller reported an arrival 2 miles from the airport was not established on final and TRACON relayed a Low Altitude Alert to them to issue to the pilot.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived at Aircraft X; A321 at gate. APU was running. Selected APU bleed on as passengers started boarding around XA:30 and a strong fuel/oil odor filled the cockpit and the cabin. I turned the bleed back off and opened the windows in the flightdeck. I had the Flight Attendants stop boarding and get the 5-10 people that already got on; off the airplane. Then got the crew off and called Maintenance.




Synopsis: A321 Captain reported a fume event during boarding.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; we received a Bleed 2 Leak message on the EICAS and overhead panel. My Captain was flying while I was doing the appropriate checklist. There was no Bleed 2 Valve close message on the EICAS. We declared an emergency with ATC and shut down Engine Number 2. The Bleed 2 Leak message on the EICAS and overhead panel did not go out until right before landing. We notified the company and informed the Flight Attendant. After we landed; CFR people on the ground checked out the airplane and said it was ok. We taxied back to the gate with Engine Number 1; a Bleed 2 Leak message with a leak inscription on the overhead panel.


Second narrative: On climbout after takeoff we received a Bleed 2 Leak message on EICAS and on the overhead panel. I was flying and had my First Officer run the checklist. There was no Bleed Valve 2 closed message displayed. We declared an emergency and shut down the Number 2 Engine. The leak messages stayed on until right before landing on one engine. I notified the company and informed the Flight Attendant. After the CFR personnel evaluated our aircraft after landing; we taxied on our Number 1 Engine to the gate.


Synopsis: EMB145 flight crew experiences a Bleed 2 Leak during initial climb. QRH procedures are complied with and the engine bleed valve is closed; but no valve closed annunciation is displayed. Engine 2 is shut down and the flight returns to the departure airport after declaring an emergency. The bleed leak message remains on until just before landing.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Human factors: Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Passenger; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: The passengers were coming onto the aircraft. One gentleman was looking down as he was coming up the stairs and he was also wearing a baseball cap. When he got to the top stair; he popped upright and stood up directly into the airstair door frame and hit his head. He did not injure himself and he was able to turn his head to the side to see the entryway and get into the aircraft. He went to his seat. When leaving the aircraft; when I said to watch his head; he said 'yes; I've learned that lesson.' Cause: Low clearance when entering the aircraft from the stairs and his baseball cap limited his visibility; as well as his looking down as he was climbing the stairs.




Synopsis: DHC8-100 Flight Attendant describes another passenger head collision with the top of the door frame while boarding.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
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: Physiological - Other
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending into ZZZ we were 30 miles out at FL170-180 and first noticed a laser pointed from the town at our direction; we notified Center about the laser. We continued towards the airport for a visual landing. Conditions were VMC about 1.5 nm from the runway we were hit with the laser in the cockpit; Co-Pilot was temporarily blinded; then I was blinded shortly after; we went missed and tried to coordinate with Center where the light was coming from to pass on to law enforcement. We circled around and landed safely at ZZZ. Co-pilot was temporary blinded; no other issues. I had discomfort in my right eye; but no other issues.


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


Synopsis: PC12 flight crew reported laser event on final approach in which both crew members were temporarily blinded resulting in a missed approach.