elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1801-2400
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C FLL
ATC / advisory: Ground FLL
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Taxiing out westbound on C; we were given C then left on L. We were told another carrier aircraft on S was giving way to us and heard him given instructions to enter the ramp once we passed. We were going relatively fast so we could get out of his way and to make a wheels up time. Just as we passed S; I very fortunately saw the other carrier; Aircraft Y; going northbound on Q. I immediately started slowing down and Aircraft Y passed ahead of us. We asked Ground; and they said he was talking to Tower and was supposed to give way to us. Since it was another frequency; we didn't hear that and had no idea he was going to be there. Had we not seen him when we did; it could have been tragic a few seconds later.




Synopsis: B737 Captain reported while taxiing; an aircraft did not give way causing them to stop suddenly.
Date: 201911
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Preflight planning
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Manuals; Aircraft; Procedure
Primary problem: Aircraft

Narrative: During preflight planning I received RLS1 without issue in Pilot Mobile. However; RLS2 was never pushed to my iPad. I attempted to refresh the app multiple times and even closed and re-opened it; but ultimately had to have the Captain airdrop it to me. Additionally; the new 'Content' app is a threat and barrier to safe operations. The app is neither intuitive nor user-friendly; and is enough of a departure from the much better 'Content Locker' app; that it should have been released/pushed only after appropriate training. Navigating the interface is not quick; the very light color scheme is difficult on the eyes (especially at night); and the layout limits the amount of visible publications. It needs fixing!




Synopsis: A320 First Officer reported new content app on EFB is troublesome; not user friendly; and difficult the see at night.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Nose and main gears collapsed after touchdown. Aircraft slid off runway into grass. No injuries. Took out one REIL.

Callback: Pilot reported just prior to touchdown hearing an electrical crackle in the headset. He is unsure if it had anything to do with the following events. He made a smooth landing and during rollout the nose gear collapsed followed by the collapse of the left main and then the right main gear. Gear handle was in the down position the entire time.



Synopsis: BE58 pilot reported a nose and main gear collapse during rollout from a normal landing.
Date: 201701
Local time of day: 1801-2400
Location: IAH.Tower, TX
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E I90
ATC / advisory: TRACON I90
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Local
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: VFR day. Departing runways 33L/R. Aircraft X turn left heading 110; Runway 33L Cleared For Take Off (CFT). He went wide so; I waited a bit longer to clear my next departure. Aircraft Y turn left heading 110; Runway 33L CFT. Aircraft Y turned a bit tighter but not much. I continued working other traffic while keeping an eye on these two aircraft. I was watching both visually (out the window; clear day) and on radar. Aircraft X was told to contact departure.It never appeared to me that radar separation would be lost or that these two aircraft were in an unsafe proximity to each other. However; I wanted the aircraft to be in a nice straight line out the gate. I issued Aircraft Y to fly heading 180 to widen him out a bit behind Aircraft X. No response from Aircraft Y. I tried him again and still; no response. I then called the departure controller working the sector and gave him control on contact with Aircraft Y reference Aircraft X. I re-attempted to contact Aircraft Y both on tower frequency and guard. Still no response. Approach finally called back and said he had Aircraft Y on frequency. The departure controller then asked if I had the two aircraft visually out the window; in which I replied yes. Not sure what happened on pilot's side with Aircraft Y.


Second narrative: I received a call from my program manager about a safety report filed by a controller in IAH departure. In this call I was told that it was a loss of separation and possible pilot error. To my knowledge we followed all ATC instructions and the flight was uneventful. I do remember one of the controllers seemed a little saturated and asked our altitude. Clear communication from ATC to crew and crew to ATC!


Synopsis: Houston Tower Controller and air carrier pilot reported a possible pilot deviation that led to a loss of separation with previous departure; however the pilot was unaware of any problem.
Date: 201307
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: ZZZ weather was below VFR minima. Aircraft X was cleared for ILS approach to ZZZ via (IAF). Between [IAF] and the localizer; the pilot of Aircraft X reported the airport in sight and requested a visual approach. I instructed the aircraft to continue via the ILS approach for departing traffic. When the departure was airborne; I asked Aircraft X if he still had the airport in sight and he responded that he did. I cleared the aircraft for a visual approach. I coordinated the visual approach with ZZZ Tower and then terminated RADAR service with the aircraft and transferred communication to ZZZ Tower. As the aircraft was descending through approximately 1;100 FT MSL; I realized I did not have weather minima for a visual approach and called ZZZ Tower and told them. The Controller at ZZZ offered to send the aircraft back to me but at that point I determined it was safer to allow the aircraft to continue to a straight in landing as he was already at the ZZZ VOR 900 FT below the MIA but within the confines of the ILS localizer at an altitude appropriate for the approach. The aircraft landed without incident. Recommendation; shortly before clearing the aircraft for the ILS approach; ZZZ Tower had called to return the Class D/E surface area. The aircraft reported having the current ZZZ ATIS information. With the return of the surface area; and the aircraft reporting having the current weather; I assumed the weather was VFR. I should have checked to verify the reported weather prior to clearing the aircraft for a visual approach from the ILS.




Synopsis: Enroute Controller described an incorrect issuance of a visual approach clearance when an IFR aircraft on final requested same even though the weather was still IFR.
Date: 201706
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Aircraft component: PFD
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to runway 28 level at 4000 ft talking with final approach vectored to a left turn of 360. FO called for flaps 8. As I moved flaps to 8 I heard a ding caution warning at first I thought it was a flaps fail; but we did not get a flaps fail message. When I looked back at my PFD I saw we were 300 feet low; advised the FO to climb back up as he leveled off. Approach advised us to turn back to a north heading. I then further determined that the FO heading indicator was showing north but mine and the standby was not. At this point realizing that the FO side was unreliable he'd lost heading attitude VSI and airspeed and his screen was black with 3 read flags was unable to fly like that. I took controls and banked steeply to stay away from runway 27L LOC. In doing so I received a bank angle warning. Once back on the localizer and glide slope the rest of the flight was uneventful. On arrival at the gate I wrote the discrepancy.This failure could not have happened at a worse time during a high work load coming into a busy airport we incurred a loss of altitude; and turned to the incorrect heading; due to the loss of the FO instruments. Luckily we were VFR. Had this been IMC the situation may have been much worse.Basic pilot training teaches us to rely on our instruments. When they break it can lead to momentary confusion. In this case good company training and the high level of pilot experience of the FO and captain significantly helped in a successful outcome.


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


Synopsis: CRJ200 flight crew reported the loss of the First Officer's primary flight display on approach. The Captain took control and landed successfully.
Date: 201204
Location: BLI.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D BLI
ATC / advisory: Tower BLI
Aircraft component: FMS/FMC
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: When flying the BLI RNAV 34 approach VNAV disconnected when the airplane turned in at TUBTY Intersection. As I have had this happen many times before I was prepared for it and reprogrammed the FMS. This is a very high workload event and although we had no deviations I see ways a crew could do so. Possible errors would be forgetting to put in an ALT and ALT SEL and going through 2;000 MSL. Or when the airplane levels it would be easy to get slow and have a stall warning while programming the FMS. I have tried many times to program the FMS to avoid the VNAV disconnect on this approach and know of no way around the problem. The Tech Pilots are aware the problem has existed for years. Why is there no fix for the problem or why hasn't the approach been NOTAMed OTS?UNS needs to make a product that works correctly and is difficult to mis-program. I'm disappointed in our Tech pilots' inability to solve a known problem.




Synopsis: An air carrier Captain expressed his displeasure with the UNS FMS in his aircraft that predictably exits VNAV mode when passing TUBTY IF on the RNAV Runway 34 IAP at BLI.
Date: 201811
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter qualification: Other reporter unknown status
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Forward door jam; unable to open. Manager came to assist employees; took 3 men to force open and then manager has an employee squeeze under door then close door to get it open. This is dangerous for all. Please advise our Maintenance that this is their job and they should be opening jammed forward pit doors; not employee without the correct tools; possible damage to plane; baggage; but more importantly employees.




Synopsis: Ground Personnel reported an aircraft forward door was jammed and having to force it open.
Date: 202106
Local time of day: 1201-1800
Location: BOI.Airport, ID
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BOI
ATC / advisory: Tower BOI
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for the visual approach to [Runway] 28R from the arrival. I set the altitude to 6;000 for the FAF of ZIXIP. My original plan was to fly towards the FAF at 6;000 [feet] then turn base leg then final just inside of it to start my descent after being fully configured. I decided to turn earlier and mistakenly followed what I thought to be my glide slope; therefore; I believed myself to be too high and needing to descend for a stabilized approach. Turning base to final; we got an audible alert of 'obstacle' to which I was searching outside but did not see. Then at the Captain's prompt suggestion I tried to level off but was not aggressive enough. The slow descent resulted in a 'pull up' alert and I was able to maintain altitude but the Captain noted the RA of being around 650 AGL. I was able to continue my turn base to final stabilized and had no other incidents with the event. Lack of situational awareness on my part and last-minute decision to keep a tighter traffic pattern which would require compressed time to configure the aircraft. Mainly; my mistake in believing/following a false glide slope which lead to my confusion. Following the ILS profiles even in VMC conditions for terrain/obstacle clearance. Keeping my situational awareness outside of the cockpit more & remaining vigilant especially in VMC conditions.




Synopsis: Air carrier flight crew reported Terrain Alert on approach to BOI airport.
Date: 201605
Local time of day: 1201-1800
Location: GAL.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: After landing and parking at GAL; I called the FSS to report;  'RWY 07 3 inch depression at 4100 ft on centerline; and 4 inch depression at 4400 ft on centerline'.  The next day I checked the NOTAMs for GAL. The information from my PIREP was not observed in the NOTAM group. However; the information was observed in the PIREPs.The information I reported represents the potential for damage to an aircraft. Unlike the PIREP which will; after 24 hours; vaporize into cyberspace; the depressions in the runway will persist for an unknown duration. I would not be reporting this event were it not for other similar events in Alaska. For example; I have PIREPed ice covered runways; the ice persisted for days because it was an unattended airport; but the PIREP expired after 24 hours. I have presented only a small sample of the situations I have observed in over a decade in this region. It is my opinion that procedures for processing PIREP information need to be reviewed. Methods for screening and filtering runway condition information should be revised to preserve runway condition reports for permanent and semi-permanent conditions.




Synopsis: Cargo pilot noted depressions in the runway at GAL on the centerline and called in a report to the FSS. He notes the next day that his report is listed under PIREPs which will expire in 24 hours and not in the general NOTAMs. He believes that procedures for processing PIREP information should be reviewed to preserve runway condition reports of permanent and semi-permanent conditions.
Date: 202102
Local time of day: 1801-2400
Location: PCT.TRACON, VA
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Aircraft component: Ice/Rain Protection System
Component problem: Design
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: On the arrival into DCA; we experienced icing starting at 15;000 ft. Within 2 minutes it built up rapidly. Upon seeing the thickness on the window and judging how quickly it built; we immediately contacted center for a lower altitude and declared sever icing. Descending though about 10-11;000 ft.; we exited out of icing conditions. However; it took another 15 minutes for the ice to clear off the windshield due to the thickness and amount. We proceeded to cancel the next flight to ZZZ as we expected to encounter more icing along our route of flight and altitude. When we landed; there was still ice on the plane and at least a quarter inch thick of ice covering a 5-6 ft. spread on both sides of the radome. The ice was thick; coarse; and bumpy.Ensure the ice protection system is working properly.




Synopsis: EMB-145LR Captain reported entering icing conditions which exceeded deicing system limits.