elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1801-2400
Location: GMU.Airport, SC
Light: Night
Aircraft: Small Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class G ZTL
ATC / advisory: CTAF GMU
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: Chart Or Publication

Narrative: Approached Runway 28 into GMU and had the Pilot Monitoring turn the pilot controlled lighting up to max (7 clicks). The runway lights for Runway 28 did not appear to turn on. The approach was continued to 500 feet at which point a go around was executed. We joined the traffic pattern and landed on Runway 1. A third check of the NOTAMs showed that there were no NOTAMs identifying the runway as closed or showing the runway lights as out of service. After landing; we learned that several aviation [websites] such as airnav.com and skyvector.com contain this remark: ATC-CTL. WHEN ATCT CLSD ACTVT MALSF RWY 01; REIL RWY 19; HIRL RWY 01/19; PERIMETER LGTS H1; H2 - CTAF. However; the FAA Chart Supplement contains this remark: ACTIVATE perimeter lights H1 and H2--CTAF.  Of note; this is listed only as a Heliport Remark; not in the general remarks for the airport. Thus; it appears that the Runway 28 lights cannot be controlled using Pilot Controlled Lighting procedures on the CTAF frequency; however; there is incomplete information is the FAA Chart Supplement. We recommend that the FAA Chart Supplement be updated with the correct information.  Also; consider adding the pilot controlled lighting limitations information to the Airfield Sketch and on the Runway 28 Approach Plate; as these products are much more likely to be referenced by a flight crew while in flight.




Synopsis: A pilot landing at GMU airport after the Tower closed reported the Runway 28 lights cannot be activated from the aircraft. This information is not published on the FAA approach charts or airfield diagram.
Date: 201605
Local time of day: 0601-1200
Location: TMB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D TMB
ATC / advisory: Tower TMB
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was flying VFR with flight following to TMB at 2;000 feet. I asked approach for an RNAV 9R approach and received a clearance for that approach. I was on an assigned heading of 180 and was approaching the extended center line of the runway and waiting for the approach controller to give me a turn inbound; but felt he had forgotten about me and so I asked for a turn inbound. Approach gave me the inbound turn and instructed me to contact TMB tower; which I immediately did. The local controller at TMB told me I should have contacted him before entering the TMB Class D airspace. Assuming (without knowing) I entered TMB's Class D airspace before contacting the local controller; it seems to me the approach controller should have coordinated with TMB local controller. I was communicating with the appropriate ATC controller if I entered Class D airspace before contacting TMB tower. I so advised the local controller.




Synopsis: Pilot reported being chastised by tower for entering Class Delta. Pilot was under flight following from Approach Control and told to contact Tower.
Date: 202007
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class C Y
ATC / advisory: TRACON SCT
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: Other / Unknown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Shortly after being given a vector to intercept the localizer inbound on the ILS 26L into Ontario; CA my First Officer advised me that he saw a drone pass under our right wing. I never saw the drone; but immediately after being notified from the First Officer I reported the sighting to ATC (Approach Control). No evasive maneuvers were needed; nor any deviations from ATC instruction were needed. Drone came within 10-20 ft. from striking aircraft.




Synopsis: Airline Captain reported NMAC with a UAV during the turn to final approach.
Date: 201208
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were taxiing to Runway 8 via Q to hold short of Q2. We were then instructed to taxi to Runway 8 and hold short on the right side of the pad. We initially stopped short of the proper hold line; but then saw the other hold short line closer to Runway 8. I started to taxi towards the next hold short line so I could be in the right side of the holding pad. A better instruction would have been to turn right and hold short of Runway 8 on P. At the time I felt I was still on the taxiway and needed to proceed into the pad area.




Synopsis: Air Carrier Captain reports a runway incursion due to confusion over which hold line is the proper line to hold short of.
Date: 201404
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 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: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: On taxiout of the gate I made a left turn onto Charlie eastbound when two containers were blown off a truck by a B767 that was parking at the adjacent concourse.  One struck the side of our aircraft.  We shut down the engines and were towed back to the gate.  There were no injuries.




Synopsis: As they departed the gate the flight crew of a B737 noted that two containers blown off a truck by an aircraft parking across the alley from them bounced toward them and at least one struck their aircraft.  They returned to the gate for inspection.
Date: 201704
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: B777 Undifferentiated or Other Model
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After our initial descent out of cruise and before the outer marker; it became busy but manageable. We were doing well. Situational awareness; comm cadence; alertness; all quality high end work being done. Being sequenced behind two heavy B777's; so LA center and SoCal App were focused on us. From top of descent it started. 6 speed changes; one runway change; 3 descend via clearances after being vectored off the HLYWD 1 STAR; multiple altitude and heading changes; all programmed into the FMC for the 'highest mode of autopilot automation' that training taught us.However; one got away from us and we didn't catch it until ATC told us to level off at FL230. As the FMC was being updated with a new set of clearance instructions; the jet began a 1000 fpm rate of descent. I looked up and both of us verified the AVATR crossing between FL190-FL240. The problem was that we were 3 NM from BRUEN at FL240; when the jet started down. That crossing is FL240-FL300. Neither of us caught it and neither of us thought the jet was doing something we didn't want it to do. We are still not sure why this descent started nor did we investigate. I focused completely on the STAR crossing restrictions and QUIT with 'highest mode of operation' while on an RNAV STAR.


Second narrative: I was vectored off the arrival and given several descents putting us below VNAV path. We were given direct a point on the arrival and a descend via instruction at FL240. The point after the point I was cleared direct to contained an at or above FL240. When we dialed down the altitude to the lowest altitude of the arrival VNAV was not in path and began a cruise descent going below FL240. We were then told to maintain FL230 till past that point and then cleared for the approach.


Synopsis: B737 flight crew reported an arrival to LAX requiring multiple arrival changes; resulting in one crossing restriction that was missed.
Date: 201512
Local time of day: 0001-0600
Location: ZBW.ARTCC, NH
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Aircraft X was given the restriction 'Cross RODYY at and maintain flight level 280' and he read back what from my understanding was 'Cross RODYY at and maintain flight level 280.' However because of his thick accent I was unable to hear that he actually said LOLLY which is a fix further down the line on the arrival he was flying. This happens all the time because there are so many foreign pilots that fly this arrival. Their read back sounds correct to us but because of their accent we are not hearing them correctly. RODYY and LOLLY sound alike in an Asian accent.I would recommend to change the name of the fix RODYY to something that is very different from any other fix on the IGN arrival and make sure it sounds different with foreign accents.




Synopsis: ZBW Controller reported of a problem with similar sounding fixes. Pilot with a foreign accent read back a fix further down than what the Controller stated. Controller stated this is a problem that happens all the time.
Date: 202105
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Second reporter function: Captain; Pilot Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had been cruising at FL370 for almost an hour. We were with Jacksonville Center on frequency 135.62. At about 86 NM south of CAMJO - proceeding direct; we received a TCAS traffic advisory. While decreasing the range scale on the Navigation Display and trying to acquire the traffic; the advisory transitioned to a TCAS Climb RA. At the same time; Jacksonville Center told 'Aircraft Y [we were Aircraft X] to turn 50 degrees right. We were already performing the TCAS RA maneuver as this call came in. Clear of conflict came about 37;700 and we smoothly transitioned back to FL370. Jacksonville pointed out additional traffic above us to our left as we transitioned back to our assigned altitude and cleared us back to direct CAMJO. Jacksonville was told on the radio of us responding to a TCAS RA.  Dispatch was contacted by ACARS to report the event. ATC doing more with less during the pandemic.Controllers should only work a single frequency.


Second narrative: We had been cruising at FL370 for almost an hour. We were with Jacksonville Center on frequency 135.62. About 86 NM south of CAMJO - proceeding direct; we received a TCAS traffic advisory.  While decreasing the range scale on the ND and trying to acquire the traffic; the advisory transitioned to a TCAS Climb RA. At the same time; Jacksonville Center told Aircraft Y to turn 50 degrees right.  We were already performing the TCAS RA maneuver as this call came in.  Clear of conflict came about 37;700 and we smoothly transitioned back to FL370.Jacksonville pointed out additional traffic above us to our left as we transitioned back to our assigned altitude and cleared us back to direct CAMJO. Jacksonville was told on the radio of us responding to a TCAS RA. Dispatch was contacted by ACARS to report the event. A report was filed.


Synopsis: Air carrier flight crew reported an airborne conflict resulting in a TCAS RA.
Date: 201702
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Flap Fairing
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Second reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors; Equipment / Tooling
Primary problem: Human Factors

Narrative: While [working] on the right wing anti ice valve; the large man lift was positioned between the right main gear and the right engine exhaust nozzle. After raising the lift to access one of the cannon plugs; we needed to raise the lift higher to access the second plug. While raising the lift and watching clearance between the lift and engine the light bracket on the left rear corner of the lift contacted the right wing inboard fixed flap fairing causing a 1'x1' puncture hole. Puncture hole was within SRM (Structural Repair Manual) limits and placed on deferral.


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


Synopsis: Maintenance personnel reported that while working on an A300 they were using a man-lift under the wing and punctured a flap fairing.
Date: 201409
Local time of day: 1801-2400
Location: FLL.Airport, FL
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After level off the First Officer's R1 windshield began arcing.  We complied with the QRH and; soon after; the window shattered on outside.  We landed at the nearest suitable airport.




Synopsis: A B757-200 flight crew diverted to the nearest suitable airport when the First Officer's windshield arced and subsequently suffered a shattered outer panel.
Date: 201404
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Gate Agent / CSR
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: First of all; I want to note that the First Officer and I later commented that the cadence of guide man gave us the impression that he was experienced and professional when we were approaching the gate. As I lined up on lead in line; right engine was secured; and all equipment and jet bridge were behind red lines. Approaching normal stop point; jet bridge still in peripheral view of my left eye; I noticed bridge moving back quickly. At the same time the momentum of aircraft slowed and I stopped the aircraft as the guide man started pointing in different directions. At that point I decided to set brakes and secure left engine. I immediately left cockpit to find the agent. It was at that time that I realized that the Agent was screaming at the guide man to stop as she was quickly repositioning the bridge. After going to the ramp I then saw that I was marshaled way past the A319 stop bar. The Agent's awareness and actions in all likelihood saved the aircraft from impacting the jet bridge the left nacelle and impacting the GPU on the right nacelle. I certainly hope that here decisive actions will be recognized. I suggest more emphasis on stop bar training for A319!


Second narrative: I do not know at this time if the Marshaller mis-ID'd the aircraft as a B737 or an A321; or some other factor caused the confusion. However; there have several incidents now of A319's being marshaled to the wrong stop point. We need to ensure training includes methods to properly identify the correct aircraft type. This will likely become more important as we combine fleets to include a variety of A319/320/321 aircraft. According to the gate agent; they are trained not to move the jet bridge when the aircraft is moving. However; they are part of 'the team.' They need to be ready to get the Marshaller's attention and move the jet bridge immediately; if necessary; to avoid a conflict. The Gate agent did exactly the right thing and likely prevented a serious ground collision.


Synopsis: An A319 was marshaled into a gate but not stopped at the correct line; so as the engine nacelle approached the jetway; an Agent moved it back and avoided a collision. This aircraft model is new to the company.
Date: 201902
Local time of day: 1801-2400
Location: GRR.Airport, MI
Weather elements / visibility: Snow
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground GRR
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Weather; Airport
Primary problem: Weather

Narrative: After clearing runway in GRR we were instructed to turn right into Delta and hold short of Echo. The taxiway was extremely snow covered. We were then instructed to give way to a CRJ. Upon approaching E the aircraft slid when full brakes were applied. We came to a stop pretty close to taxiway. I wasn't sure if the CRJ would be able to pass us. ATC must have seen this and the CRJ wasn't close to the intersection yet; as they instructed the CRJ to give way to us and gave us clearance to the ramp. I told ATC about how we slid when attempting to stop short of E. Snow covered taxiway that was slick and not being familiar with where Echo is.




Synopsis: Air carrier First Officer reported aircraft sliding on an ice and snow covered taxiway.