elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Aircraft component: Service/Access Door
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We arrived at the aircraft early for preflight. Noted MEL for non-essential equipment; aft service door slide armed flag missing. Aircraft was properly placarded in accordance with standard procedures and MEL was properly noted in the logbook. Flight Attendant (FA) was concerned about not having a slide armed flag. We departed on time. At cruising altitude; I decided to have a second look at the MEL; and found that the non-essential equipment list had a requirement to put tape over the entry door window when the slide is armed. I called the FA; and found that one had duct tape in her bag. She applied a strip of tape over the window with the duct tape in accordance with the list. I also added an 'info only' note in the logbook to alert others that the aircraft had a recurring requirement for each flight with that MEL. The remainder of the flight was uneventful.It may be helpful to make recurring procedures a mandatory logbook entry for each page of flights. There was no tape available on the aircraft.


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


Synopsis: B737-700 crew reported an MEL for non-essential equipment; aft service door slide armed flag missing. Requirement to place tape over the entry door window when the slide is armed. Crew recommends making recurring procedures a logbook entry.
Date: 201704
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: IMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Asked to hold at SHAFF intersection due to unexpected traffic saturation at EWR. While setting up FMC and consulting the arrival chart I expanded the view on my iPad to find any depicted hold along the airway at SHAFF intersection. In doing I inadvertently moved the actual hold depiction along the lower left hand corner of the chart out of view on the screen.The first officer and I only recall holding instructions that said to hold northeast of SHAFF; 10 mile legs.  I asked the first officer if he saw any depicted hold and he said no. We don't recall instructions to hold as depicted so not seeing a depicted hold along the airway at SHAFF we entered a right hand turn. I had intended to clarify the holding side with ATC however there was extreme radio congestion and we were very close to SHAFF so the hold was entered in a right hand turn. After completing our first 180 degree turn the controller informed us that the hold at SHAFF was left turns. We said that we would correct our holding side on the next turn. Before we got back to SHAFF for the next turn we were cleared to EWR.


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


Synopsis: Air carrier flight crew reported they entered the hold at SHAFF intersection on the FLOSI 3 Arrival to EWR with an incorrect turn due to the setup of their iPads.
Date: 201807
Local time of day: 0601-1200
Location: BNA.Airport, TN
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON BNA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to descend via the PASLY Arrival. We were in VNAV PATH with 5000 feet set in the window. We asked for the RNAV Visual and were told on request. The next time we talked to the Controller he asked us if the field was in sight which was just around waypoint CLBTY. There was a cloud deck below us at around 4500 feet; so we said no and he subsequently cleared us for the RNP Z to Runway 02R. We had the RNAV visual in the box; so I went down to input the RNP Z. When I did this; the vertical mode switched to Vertical Speed. By the time I had it reprogrammed we had crossed JABUN at 5600 feet; which was 400 feet low. We continued the approach in VMC conditions and landed uneventfully. ATC did not query us on the deviation. Better communication between ATC and crews regarding what approach to expect.




Synopsis: B737-700 Captain reported overshooting a charted altitude on the RNP Z arrival into BNA. A late change to the clearance was cited as contributing.
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach flaps would not deploy. Extended flaps by alternate method; [advised ATC]; diverted to a nearby airport for uneventful landing.




Synopsis: A B737-800's flaps failed to extend on approach; therefore; the Alternate Flap extension method employed; and the flight diverted to a nearby airport.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ; Class E ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I departed ZZZ and flew in the pattern for 30 minutes. I departed the pattern to the south and climbed to 2000 ft. My headset went quiet and I performed a radio check to traffic with no response. I decided there may be a problem with my new headset. At the same time I noticed the airplane temperature was getting hotter and I was concerned about the temperature. I pulled the power back to bring the temperature back down. I attempted to call my instructor but realized he would not be able to hear me. I turned back toward ZZZ but I had lost situational awareness due to the fact that the smoke from the fires had intensified. I headed toward a familiar road and landmark and traversed back and forth above the landmark. I found my bearings by using Foreflight. I texted my instructor and told him the situation and he provided a heading to help me get my bearings as well. I landed the airplane at ZZZ. When I landed my instructor informed me that I had inadvertently flown into [class] C airspace.




Synopsis: C172 student pilot reported inadvertently violating Class C airspace.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
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: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach FO lowered landing gear; got 'L/G Not Down/Locked' ECAM. Followed ECAM which had us cycle the gear. No help; ECAM then directs to lower gear manually (gravity). Gear then showed down.  Landed; had to stop on runway due to no nose wheel steering. Got towed off runway to gate.


Second narrative: [I] recycled the landing gear lever per the ECAM and the landing gear failed to extend normally. Continuing with the ECAM; I used the Gravity Extension Handle; turned the handle 3 times; and the landing gear extended; gear doors remained open and nose wheel steering was Amber on the display. F/O opened the QRC; and referenced all the cleanup items. The crew discussed considerations on landing; stopping straight ahead and getting a tug to the gate.


Synopsis: A320 flight crew reported using the alternate landing gear extension procedure when the gear failed to extend on approach.
Date: 201503
Local time of day: 1201-1800
Location: FXE.Tower, FL
Light: Daylight
Aircraft: No Aircraft
Airspace: Class D FXE
ATC / advisory: Tower FXE
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Troubleshooting; Time Pressure; Situational Awareness; Human-Machine Interface; Confusion; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: FXE experienced a loss of inter-facility land-lines; commercial land lines; internet; and radar. The only thing that worked were the radios and the one and only standard telephone in the tower. The Controllers were forced to use the standard telephone for all coordination with MIA and AOCC. FXE was in ATC Alert status. FXE has STARS which is supposed to be able to use FSL (Full service level) and in the event of an outage; ESL (Emergency service level).  Both were out of service.  The event lasted [for two hours].  This is not the first time this has happened. It happened a few months ago and a few more times in the past 2 years. The inter-facility land-lines; commercial land lines; internet; and radar are all carried over one line through one router. When this one line goes down; all these go down. The router doesn't even have a battery back-up. If there is a power spike and the router resets; the systems go down until the router is back up. STARS is supposed to have redundant system so as to not lose radar. But if they are fed from the same line they all go down.Install a second line for redundancy. At the very least; install a battery back-up for the router.




Synopsis: FXE Controller reports of the facility losing inter facility land lines; commercial land lines; internet and radar for almost two hours.
Date: 201807
Local time of day: 1201-1800
Location: ARB.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ARB
ATC / advisory: Tower ARB
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: On final approach to ARB runway 24 flying a Cessna C172 I noticed initially at 1:00 o'clock position (horizontal) a bright 'candy apple red and bright chrome' 4 engine drone. Continued on final approach passing drone. Drone remained stationary in 3D space as we passed. Notified ARB tower of drone hovering on ARB final approach.




Synopsis: C-172 pilot reported a NMAC with a drone while on final approach to Ann Arbor Municipal Airport.
Date: 201502
Local time of day: 1201-1800
Location: VGT.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Confusion; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed KVGT via Northtown 3 SID; climb via SID [expect 7;000]. I may have missed the Maximum altitude at RUZCO of 5;000 feet and continued to climb to 7;000. I believe that ATC had given me a higher altitude above 5;000 shortly after I contacted LAS departure; which would have negated the level off at 5;000.  I was given the SID by ground control after engine start up which meant I had to review the SID in an environment not conducive to retaining all necessary altitudes and procedures.  I should have rejected the SID as I was Single pilot in a busy ATC B airspace.  Climb via SID's are designed to make it easier for ATC; not the Pilot and a complex one like the NOTWN3 should be flown with a crew of 2 to ensure compliance with restrictions.




Synopsis: Single pilot C441 pilot departing VGT believes he may have climbed above 5;000 feet at RUZCO while on the NOTWN3 SID.  Reporter believes ATC gave him initial altitude of 7000 feet which he believes contributed to the altitude bust. Reporter also cites receiving the SID after engine start leaving very little time to brief new routing.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: MEL; Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: After takeoff in ZZZ; went to retract the gear with it in system 1; gear would not come up. We then followed the ECAM (Electronic Centralized Aircraft Monitor) and QRH and were directed to swap to system 2. Gear retracted normally in system 2.  After that; we remembered that system 2 was on MEL.  We discussed this enroute and elected to continue to ZZZ1. The flight continued with a normal landing.After getting the ECAM warning; we followed the ECAM and QRH as directed like we normally would under this circumstance. We swapped to system 2 and retracted the gear normally.  We then continued the flight.


Second narrative: On departure from ZZZ landing retraction system! was system used on takeoff; gear would not retract. We followed ECAM and QRH and instinctively switched to system 2 and raised the gear and continued flight. While enroute we discussed that system 2 was in MEL although system worked normal. Continued to ZZZ1 with normal landing.Out of normal habit to follow ECAM and QRH while in busy phase of flight we switched retract position to system 2 and gear retracted.


Synopsis: A300 flight crew reported the landing gear would not retract using system 1 and elected to use system two to retract the landing gear. Flight crew further reported that after landing; they observed that system 2 was deferred and was not to be used.
Date: 202112
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B787-900
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: SOCAL Approach Control cleared our flight for the ILS 24R via the CRCUS transition. We were following a B787-9. To help increase the space between our airplanes the Los Angeles Center Controller instructed us to slow to 250 KIAS while on the ANJLL4 arrival which we complied with. Looking at our TCAS display; I estimated the 787 was approximately 5 miles ahead of us.SOCAL approach appropriately cautioned us for wake turbulence since we were following the heavy 787. Our flight was normal until we reached CRCUS waypoint where we encountered the 787's wake.The wake encounter was significant and the airplane rapidly rolled and yawed to approximately 25 degrees of right bank even with my approximately 3/4 deflection aileron correction. The wake encounter concerned me enough to where I verbalized and initiated the upset recovery (push; roll; thrust; etc.) procedure. The airplane continued to bank rapidly and dutch-roll to the right for several more moments before we flew out of the wake and control returned to normal. During the recovery procedure we momentarily deviated from the lateral and vertical path for the approach.Due to frequency congestion we did not make a report to SOCAL ATC.We flew in and out of the 787's wake for a several minutes although we did not experience any rapid bank movements like we did at CRCUS. Our flight landed normally behind the 787.

Callback: Reporter stated the wake from the 787 was quite significant.



Synopsis: B737NG Captain reported encountering wake turbulence on approach to LAX in trail of a B787.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Reporter organization: Air Carrier
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dispatch received Supplemental Dry Ice request from ramp agent at XA12z. We made a note to send an ACARS to crew with the amendment of ' Dry Ice Supplemental Procedures in Effect'. However; the aircraft never showed 'initialized'. We noticed a block out time without an initialization; and realized that the aircraft was taxiing without having the dry ice amendment. Also noticed that several other flights were showing out of the gate without showing 'initialized'. We were not sure where on the airport property the flight was; so we called ZZZ Tower and had the crew call Dispatch. Crew called and we did the release amendment.  Event was caused due to ACARS initialization never read over; so Dispatch did not know crew was on the aircraft yet.




Synopsis: Air Carrier Dispatcher reported an aircraft taxied without complete Hazmat documents. Flight Release amendment was sent to flight crew.
Date: 201208
Local time of day: 1801-2400
Location: LOU.Airport, KY
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Ground LOU
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An aircraft was taxiing from an FBO to the hangars on the other side of Runway 33. He was issued and read back hold short instructions. Approaching the runway edge line; he was issued hold short instructions again and read back 'ROGER' and then proceeded to cross. Perhaps better communication procedures on the part of the pilot.




Synopsis: A pilot crossed LOU Runway 33 after ATC cleared him twice to hold short. He acknowledged and then crossed Runway 33 anyway.