elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 1801-2400
Location: JHW.Airport, PA
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: TRACON ERI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Object; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: About 30 miles from the Jamestown airport we contacted UNICOM. The airport authority came on the frequency and told us that they were still plowing the runway and needed about 20 minutes to finish. We advised Erie Approach and they assigned us the published hold at KRAUS Intersection on the ILS 25 approach plate. After about 10 minutes the airport authority called us on UNICOM and told us that the runway had been cleared and the MU readings were 29; 29; 32. We contacted Erie approach and told them that the runway was clear and they cleared us for the ILS 25 approach into Jamestown. The weather was two miles visibility with light snow; 900 overcast; and the winds were 310 at 12 KTS with peak gusts of 22 KTS. We saw the airport about 400 FT above the decision altitude for the approach with the aircraft in full landing configuration and at approach speed.When the aircraft touched down in the touchdown zone of Runway 25; the aircraft immediately slid to the left of center-line and continued on this path until the left main gear made contact with snow mounds that were left over from the plowing. This made braking action poor to nil. We brought the power levers into ground fine and came to a stop on the runway before making a right turn to the ramp on Taxiway Echo. Once on Echo we cleaned up the aircraft and canceled IFR with Erie and proceeded to the gate. We also advised UNICOM they needed to go out to the runway and make sure that we didn't hit something because we came close to the left edge of the runway--although we had no indication that we actually did hit something. After we exited the aircraft we found that 1 of the 4 propeller blades on the number one engine was damaged but did not find any other damage on the aircraft. After that we contacted Company Dispatch; Maintenance Control; and the Chief Pilot. There were four souls on board and no injuries. I think you should restrict the braking action with gusty winds.


Second narrative: Braking action minimums for landing need to be more restrictive during times where they are calling for gusty winds at the landing airport.


Synopsis: A B1900-D flight crew lost control after landing on a freshly plowed runway in gusty winds and struck a runway edge light with one blade of the left propeller.
Date: 201302
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Other / Unknown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Departing from LGA on the LAGUARIA FOUR Departure; we were cleared direct to PARKE waypoint and given a climb. We inadvertently accelerated past 250 KTS passing 10;000 FT MSL instead of waiting until passing 11;000 FT MSL in accordance with a note on the SID. Most other SID's at LGA have speed instructions listed under the SID name instead of the Note section on top of the SID. Each SID format should be similar for all departures or speed information should be posted next to the fix. Aircrew should be careful and read all information on every part of the approach/departure publications.




Synopsis: B737 Captain reports accelerating above 250 KTS prior to 11;000 FT while flying direct to PARKE on the LGA 4 departure. Location of the speed restriction note on the SID chart is called into question.
Date: 201407
Local time of day: 0601-1200
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Flying the LYNDI Arrival into SAN; LA Center held us up higher than charted; no reason given.  We were told to expect JACKK at 10;000; and we advised ATC that we would be high. FMC already was indicating 5;000 feet above the descent profile.  Center cleared us to cross JACKK at 10;000; and we again told them that we would be unable. We were given a 90 degree turn off course; and a descent to 10;000. This whole evolution was avoidable; inefficient; and I do not believe traffic was an issue. This only serves to increase cockpit workload and increase the possibility of an error. ATC continues to intervene in charted RNAV arrival procedures for no apparent reason.  Two of the worst; the EAGUL arrival to PHX and the ENDEE arrival to MDW; consistently have points added; altitudes and speeds changed. If these changes are needed; the procedure needs to be modified to reflect the change.  This constant meddling by ATC introduces the possibility of error by increasing pilot workload; increasing the chance of an FMC programming error; and increasing the opportunity for a deviation.  It simply decreases safety by introducing an increased probability for error and should be stopped immediately.




Synopsis: B737 Captain laments ATC 'meddling' in charted RNAV arrivals; believing that they should be flown as published. If constant adjustments are necessary then they should be part of the procedure and flown as published.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
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
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: At the gate; we were told that the right engine had been replaced last night. There was no indication of this in our Sabre paperwork. Maintenance was still working on the airplane after it was taxied to the gate. The maintenance release indicated that we needed to confirm normal engine operation prior to entering ETOPS airspace and send a confirmation code. After liftoff an R ENG HI STAGE EICAS appeared. The checklist was completed; but since this was an abnormal indication; we elected to return. Due to uncertainty about the mechanical problem and the fact that we needed to land overweight; an emergency was declared. Engine replacements ought to be in our flight papers. Had the airplane been test flown; this problem could have been found and fixed before inconveniencing our passengers; who now have to wait six hours for another airplane.




Synopsis: B757 Captain is advised that the right engine had been changed over night and that normal engine operation needed to be confirmed prior to entering ETOPS airspace. After liftoff an R ENG HI STAGE EICAS appears and the crew elects to return to the departure airport for an overweight landing.
Date: 201508
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class E ZSE
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload; Confusion; Fatigue
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: First Officer (FO) [Pilot Not Flying] received IFR clearance from Seattle Center while on the ramp at RDM. He read back the entire clearance and there were no errors noted.  FO briefed the Captain on clearance and setup the cockpit accordingly. The altitude clearance limit was for 4;000 feet MSL. The altitude of the airport is 3;080 feet with mountainous terrain in the vicinity. A normal altitude limit for this airport is 14;000 feet.  It is highly unusual for the clearance limit to be that low and the pilots did not catch it due to fatigue. All checklists were complied with prior to takeoff. Taxi and takeoff were normal except being rushed for a wheels up time limit for flow to [destination]. The Captain performed the takeoff from Runway 04 with a left turn to heading 310.  Once in the climb; the 4;000 feet level-off came very quickly and while in the turn to 310 heading. Both pilots immediately were alert to our low altitude status. The low AGL altitude and mountainous terrain were verbalized by both pilots. Later; the mountains that exceeded 4;000 feet MSL were calculated to be within 4 miles in front of the flight path of the plane; this is less than minute to impact at 200 kts.PNF immediately contacted Seattle Center while we were leveling off to check in. A clearance to 14;000 feet was then received. Normal climb ensued. Neither terrain alerter was triggered nor were we ever below 1;000 feet AGL. If PNF had not been expeditious in calling Center for further clearance or if we had been distracted by some other concern; a CFIT event would have been close at hand. Fatigue had been discussed at length; so we were aware of our fatigue state. We were also a little rushed due to a wheels up time for flow into [destination]. At time of event; pilots had been on duty for 13hrs with only 3.7hrs of flight for the day. Pilots were unable to nap at the previous station due to unsuitable sleeping facilities. Duration of sleep in the two prior nights had been poor due to early morning show times and inability to shift sleep schedule adequately.




Synopsis: A possible CFTT event departing RDM was avoided by the crew through good situational awareness and an expeditious climb.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Workload; Time Pressure; Confusion; Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was task saturated with radios and the EMS mission. It was my first time in the area and company when I realized my position. I was already on my approach to the Hospital. I have done an exclusive debrief with myself and will not make that mistake again.




Synopsis: A Medevac pilot reported an airspace incursion.
Date: 202006
Local time of day: 0601-1200
Location: SUS.Airport, MO
Weather elements / visibility: clear; 10
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: None
Airspace: Class D SUS
ATC / advisory: Tower SUS
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Lost GPS contact; got off track while reviewing the sectional chart.




Synopsis: Pilot reported loss of GPS and a track deviation.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 99999
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Door
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification; Distraction; Confusion; Communication Breakdown; Troubleshooting
Second reporter function: Pilot Flying; Trainee
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After performing flight maneuvers on a rental checkout; a passenger in the left rear seat of the aircraft; despite being briefed on the proper use of the door; operated the main door latch into the open position. The design of the aircraft is such that the rear door opens in a 'gull wing' style; so when the primary latch is disengaged outside airflow causes the door to open approximately one inch where it is held by the secondary latch. The noise and sudden airflow startled the passenger which caused him to grab the first handle he could reach to keep the door closed which resulted in him grabbing; and consequently releasing; the secondary latch. With both latches released; the door opened into the airflow and separated from the aircraft. This event did not result in any injuries.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: When a rear seat passenger aboard a training flight inadvertently activated both the release and safety mechanisms of the DA40's 'gull wing' cabin door it separated from the aircraft. A safe return and landing was accomplished and there were no injuries.
Date: 201812
Location: EWR.Airport, NJ
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Aircraft; Airport; Procedure; Company Policy
Primary problem: Company Policy

Narrative: This is my third report on gate XX at EWR. The FOM says: 'When the initial lead-in line of a gate is not in direct alignment with the final lead-in line; that gate is designated as a dogleg gate. Normally; this is due to obstacles that prevent a straight approach to the jet bridge.'The respondent to my first report said: 'After ensuring that the FOM guidance on page 3.70.3 is correct with Airport Operations. EWR was informed of their lack of compliance with SOP that requires two marshallers for dog led gates. Please report this again if EWR has not improved their compliance with the marshaller procedures.'The same respondent to my second report said: 'After review the gate layout gate XX is not a dog leg gate as it only as a slight bend in the lead line. The marshaller would be visible to the crew for the entire parking event.'The company cannot have it both ways. Whether you can see the marshaller or not is totally irrelevant -- if the line isn't straight; it's a dogleg gate. That FOM language is very clear. So which is it?The 10-7 page does not mention that this is a dogleg gate; and it should. The 10-7 page does mention that this is a tow-in gate for wide bodies. If it's not a dogleg gate (as claimed in the response to my second report); why would this need to be a tow-in gate for widebodies?[This aircraft] is not a small airplane. Parking at this gate with other jets on both sides is very; very tight and not at all comfortable; especially when receiving the poor marshalling signals that one usually receives in EWR. Given the company's conflicting guidance in report responses and FOM language; I will not attempt to park at this gate again until this situation is resolved. If assigned this gate; they can tow me in.




Synopsis: Air carrier Captain reported a discrepancy in their company manual with regards to parking at gates that do not have a straight lead in line.
Date: 201407
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Flying
Human factors: Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Four person crew [was] sent out on what is a typically 3 person trip. Aircraft crew rest facility is typically a First Class seat with a surrounding curtain. As we had 4 pilots; we took two breaks; with two pilots breaking each period. Problem is; the aircraft only has one First Class seat with a curtain - meaning only one pilot per break would get meaningful rest - the other pilot must try and rest/sleep in a seat that is in the middle of a daylight cabin with no curtain. This essentially means we know before we leave; that we'll be arriving in Europe with half of our pilots with no meaningful rest. This is an unsafe practice; and should stop. Anyhow; as I am a Relief Pilot and must take first break; (and was unlucky enough to not get the seat with the curtain) I did not get any rest during my break period. This is because my break was during daylight hours in the middle of a cabin that had a meal service. Later; when I was on the flight deck as the pilot flying (and around 2 am body clock time) I fell asleep as I was exhausted. Go figure - who would have guessed I would be tired at 2 am with no rest? Must just be me.




Synopsis: B767 Relief Pilot reported being dispatched as part of a four man crew in an aircraft with only one curtained crew rest seat. With no rest obtained during his break he is overcome with fatigue and falls asleep while on duty in the cockpit.
Date: 201212
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
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 Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After take off and approximately arriving at cruise; EICAS displayed 'L PACK TEMP.' While performing the QRH procedure the EICAS displayed 'L PACK OFF.' The QRH procedure did not restore the left pack. Via SATCOM we spoke in conference with our Dispatcher and Maintenance. Under Maintenance direction we attempted to restore the left pack. The left pack came back on briefly but then quickly displayed 'L PACK TEMP' followed by 'L PACK OFF.' Due to the requirement to remain within 1 hour of an airport during single pack operation; ETOPS was no longer possible. Dispatch suggested [a nearby airport] as the best airport to land. After burning fuel to below the maximum landing weight we landed without incident. Maintenance applied the proper MEL and we were dispatched on a route to keep us within 1 hour of an airport.




Synopsis: B767-200 Captain reported left pack failed after reaching cruise altitude on a transoceanic flight. Aircraft diverted to nearby airport to plan a different route in compliance with MEL.