elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Location: PCT.TRACON, VA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
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
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Climbing out of BWI on the TERPZ5 we were given a 'climb via' instruction. Then subsequently given a maintain 290 knots or greater out of 10;000. The arrival calls for us to cross TERPZ at or above 11;000 then LITME at or above 14;000 with only a 9.6 mile distance to climb 3;000 feet while accelerating. Both instructions are impossible from a performance standpoint for a fully loaded airliner. I had to get ATC to give us relief from both speed and or altitude to ensure compliance. Changing over to Center we were given instructions to climb to FL230; we had to verify that we were given relief from the LITME restriction. They seemed to not even consider us on the 'climb via' anymore?We were given relief and complied with all instructions as directed. The purpose of this [report] is to bring attention to the procedures and the ATC directions. These procedures are putting flight crews in high probability scenarios of busting airspeeds and or altitudes. ATC changing published instructions and or procedures being published that are at or above the performance of commercial aircraft abilities are a continued hindrance. This puts flight crews in jeopardy and additionally they are not safe. The entire 'climb via' and 'descend via' procedures are very high risk for flight crews; having to listen for a single word such as 'except' to distinguish between what ATC is expecting and clearing a flight crew to do is ludicrous and not safe. ATC shares no responsibility with flight crews once they pass these nonstandard procedures on to the crew leaving us as the final line of making all restrictions. These procedures need to either be issued as published without exception and vetted properly for aircraft performance or they should not be expected to be flown.




Synopsis: A320 Captain reported his concerns with ATC use of 'descend via' and 'climb via' procedures.
Date: 201311
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain
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
Primary problem: Environment - Non Weather Related

Narrative: We were on the SADDE Arrival passing over SMO VOR at 7;000 FT MSL. The aircraft began a roll to the left with the autopilot engaged. At approximately 30-40 degrees of bank; I disconnected the autopilot. The roll continued to 45 degrees. I was able to bring the wings level and recover. There was an altitude loss of 400-600 FT from our assigned altitude during recovery. We notified ATC of a possible wake turbulence encounter and altitude deviation. We were following a Boeing 767 on the arrival; however; we were well above their glide path. The wind at altitude was almost calm. I don't know how this could have been prevented. I believe the wake was from another aircraft. It would be almost impossible for it to be the preceding aircraft. The calm winds and topography may have allowed wake to remain in place longer than normal from another airplane ahead of the B767 we were following.


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


Synopsis: B737-300 First Officer reported encountering wake turbulence on arrival to LAX that resulted in a 45 degree roll.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initial taxi for the day; aircraft experienced brake failure. Taxi instructions were to taxi from north side of airport to RWY XX via K hold short of RWY XYR. Approaching XYR; cleared to cross Runway XYR to Taxiway D. Was utilizing right rudder pedal to turn aircraft nose wheel steering along with differential right brake during right turn onto RWY XYR. As we were completing the turn to exit Runway XYR; the right brake completely failed. Winds were reported 180/16G26 at the time of taxi. Attempted to use full right rudder input and crosswind aileron controls for taxi to clear the runway. Once clear of the runway on Taxiway D; used remaining pressure in left brake to bring the aircraft to a stop. The aircraft came to a safe stop with only the right main landing gear remaining on the hard surface. There was no aircraft damage or injuries. Reported the situation to ATC over Ground frequency and coordinated for a tug to return to maintenance.




Synopsis: C172 pilot reported a loss of control and taxiway excursion due to a loss of braking system.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Communication Breakdown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Gate Agent / CSR
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: There was no disinfectant or sanitation spray in the lobby today.  This is not what has been promised to us to protect us from COVID.




Synopsis: Customer Service employee reported lack of sanitizing spray in the airport lobby.
Date: 201207
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 45 minutes into the flight at FL340 during cruise we noticed left engine oil quantity at zero; and we checked the left engine oil pressure which was fluctuating between 120 to 170 PSI. The pressure was dropping. And we head the airplane towards [nearest suitable airport] which was 147 NM from our position. As we headed [there] oil pressure dropped to zero and following the checklist we had to shut down the left engine. After engine shut down we declared emergency and landed.


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


Synopsis: B757-200 flight crew reported low oil quantity in left engine. Engine was shut down and the flight diverted to the nearest suitable airport.
Date: 202007
Local time of day: 0601-1200
Location: 18AZ, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting an instrument training flight. I had instructed my student to perform a holding pattern north of the DUYGE GPS waypoint with a 170 course inbound at 4;500 MSL. My student was struggling to understand the correct procedure; so I was having to explain; which distracted my attention. To make matters worse; I had instructed my student to initiate a climb in order to adhere to a minimum training altitude over Sky Ranch At Carefree Pvt airport. Meanwhile; another airplane was approaching from the south on a course that would overfly our holding pattern. As we turned inbound; I noticed the traffic on my Foreflight map display via Sentry ADS-B. I immediately had my student level off to avoid climbing into the oncoming traffic. A few moments later; the traffic passed just 400 feet above headed in the opposite direction. I believe this conflict resulted from poor planning and lack of situational awareness. If we had been established at the correct altitude before entering the holding pattern; and if I had been more vigilant; scanning for other traffic; this conflict could have been avoided.




Synopsis: PA28 Instructor Pilot reported an NMAC with another aircraft in the vicinity of 18AZ airport.
Date: 201901
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I remember years ago in security training; [the] instructor remarked in order to counteract terrorists you need to think like one! New bamboo spears for stir sticks is a potential weapon. [A] lot sharper and sturdier than old plastic spears; these bamboo spears could do some damage to someone especially in the hands of intoxicated passengers or someone wanting to do harm.




Synopsis: Airline Flight Attendant reported a security risk exist from the bamboo spear stir sticks in the passenger cabin.
Date: 201902
Local time of day: 0601-1200
Location: HWD.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain; 2
Light: Daylight
Aircraft: TBM 900 / TBM 930
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D HWD
ATC / advisory: TRACON NCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: The RNAV GPS 28L approach at Hayward; CA (HWD) has been NOTAMed as Not Available since January 19th due to numerous aircraft (including mine) experiencing loss of GPS signal integrity during the approach - typically at approximately 3 nm from the runway threshold. This issue has been intermittent but continues. Yesterday; I was flying the LOC DME 28L approach into Hayward using the Localizer in NAV#1&2 driving the LOC CDI on the G1000NXI installed in the aircraft. As I was in the step down from RISHE to the MDA (descending from 1;560 feet RISHE to the 500 feet MDA); in low visibility (2SM RA) my GPS lost position and I encountered a series of aural warnings (TAWS SYSTEM NOT AVAILABLE); flags and error messages on the PFD. With the aircraft based at HWD; I have experienced these warnings before; although an unwanted distraction at this phase in the approach! Clearly with the NAV source set to the I-HWD localizer & DME readout; this did NOT impact safely flying/navigating the approach. For visiting aircraft similarly equipped; there is no warning that GPS signal integrity and reception *may* be compromised during arrivals into HWD. The only NOTAM relevant is the Amendment 1B advising the NA condition of the RNAV GPS 28L approach - namely this one:!FDC 9/5227 HWD IAP HAYWARD EXECUTIVE; Hayward; CA.RNAV (GPS) RWY 28L; AMDT 1B...PROCEDURE NA. Perhaps there should be a NOTAM posted advising of the possibility of GPS signal loss in this area - approximately 3 nm on final 28L and with a diameter of approximately 1 nm? With the recent government shutdown; I understand the challenges associated with resolving this issue but it seems that both FAA and FCC should treat this as an urgent matter to resolve.




Synopsis: TBM-910 Pilot reported GPS signal interruption on several occasions while on approach to HWD airport.
Date: 201910
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: While performing [a] 3 day inspection; I found [a] tool; dike cutters; in aft equipment compartment. I showed the tool to my work partner and reported it to my Supervisor. I did a GVI of [the] aft equipment compartment and found no other tools or FOD. However; I was not aware about GMM (General Maintenance Manual) policy that an entry needs to be made in the logbook in regards to inspection and I was neither notified to make any entries by the Shift Supervisor. We left and continued doing a 3 day inspection on other aircraft. This was my first time I found a tool on the aircraft while working for [the Company]. Later on that day; [me] and my working partner were notified to catch the aircraft on the flight back and make an entry in the logbook in regards to the previous inspection. I complied with my Supervisor's request and inspected [the] aft equipment compartment once more and signed it in the logbook.We [were] notified later on by the Supervisor through email that we need to make a logbook entry in the aircraft logbook in regards to the inspection. [I] never found a tool on the aircraft and was not aware about the proper procedure in the GMM. We [were] also not notified to do any entries during [the] time we reported [the] found tool to the supervisors. We caught with the aircraft later on that day; reinspected [the] compartment once more; and made a logbook entry. Next time I find [a] tool on the aircraft I will report it; inspect the area; and make [a] logbook entry right away. I would also research GMM myself to make sure I am not missing any procedures. Also when crew reports [a] found tool to the supervisors; it would be great if [the] supervisors notify the crew in regards to logbook entry for inspection right away. Most of the mechanics probably don't know or remember the proper GMM procedure for [a] found tool.




Synopsis: CRJ-900 Technician reported that while performing a 3 day inspection; a tool was found in the aft equipment compartment.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Environment - Non Weather Related

Narrative: My tablet was fully charged at hotel.  After 2 hours of flight it would not retain battery. I went to operations in ZZZ to receive [a] loaner and the case was inop. However the tablet received was fully functional.My equipment hasn't been used in some time due to not flying during COVID. I've made arrangements to replace all.




Synopsis: Flight Attendant reported that the company provided tablet would not retain the charge and stated it had not been used for some time due to lack of flying.
Date: 201712
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Company Policy; Human Factors; Airspace Structure; Procedure
Primary problem: Company Policy

Narrative: I was working and Aircraft X was negative RVSM at 34000 ft on a direct route. Sealord never initiated a call or coordinated anything for this airplane to my sector. That is an operational deviation by Sealord. This is not the first time this has happened either. They have struggled for years to know the airspace correctly. Luckily in this rare occasion there was nobody at 34000 ft southbound over BEENO; where normally MCO arrivals are there. Luckily Aircraft X was being handed off to the A sector and they were very kind to show the airplane to me or else I would have not seen it at all. This could have been catastrophic had there been traffic on the airway at 34000 ft which normally has hundreds of airplanes at 34000 ft in a day. I am not sure if other sectors received a point out on this aircraft or not? Aircraft X was negative RVSM so he needs 2000 ft separation and 35000 ft would be in the underlying sector's airspace. There needs to be a discussion with high ranking officials between Sealord and ZJX about lack of coordination and lack of knowledge on the NAS in the south area.Sealord doesn't understand or doesn't care how serious these occurrences are and how deadly it could be one day.




Synopsis: ZJX Center Controller reported an adjacent military ATC facility handed an aircraft off to the wrong sector while it flew through his airspace.
Date: 201811
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: Marginal
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: In line for 26L PENCL2; cleared to back taxi for 8R departure. FMS was updated; and runway change items were checked. HDG bug not updated. ATC asked for updated first fix of RONNI; FMS verified programmed correctly. Cleared for takeoff 8R first fix of RONNI. Normal call outs of '8R set thrust.' As I checked thrust set and [runway] heading realized 275 was selected. Tried to sync heading to runway but button was stuck and unresponsive. Continued takeoff. After pulling gear up and activating speed mode and NAV mode I started manually spinning heading bug back to a 095 heading. While climbing we encountered wake from previous departure as the flight director started a turn to the south which was quickly noticed and corrected. We had been on a southeasterly heading for probably less than 30 seconds. FMS mode was active shortly after and we continued to RONNI. ATC queried our heading which was now on the correct heading toward RONNI. Last minute runway change; FMS updating; and runway change items that are required. The updating of heading bug was not caught in checklists or scans. That coupled with a stuck heading sync button made it difficult to correct the mistake quickly.




Synopsis: CRJ-900 First Officer reported a track deviation and wake encounter occurred departing ATL following a last minute departure runway change.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Other landing roll
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landed normally just left of centerline with proper airspeed; longitudinal direction and crosswind corrections for a right quartering headwind of approximately 6kts. On the landing roll directional control was not maintained and aircraft turned into a hard right skid. Aircraft control was regained but the right landing gear made contact with a low construction barrier at the entrance to an intersecting taxiway. Aircraft never left paved surface and was not damaged. Pilot's ego was substantially bruised.




Synopsis: PA28 pilot reported loss of directional control after landing.