elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Speed (Rate Sensing)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Captain flying the RNAV arrival. Entered clouds as we leveled at 10;000 FT. Within a few seconds the CA PFD IAS suddenly decreased from 250 KTS to less than 200 KTS. I turned the autothrottles OFF; set power; adjusted pitch attitude and checked the FO's PFD IAS. Since the First Officer's PFD indicated 250 KTS I transferred the flight controls to him with the autopilot OFF. I was then the PM and advised Approach we had an emergency and requested ARFF. Approach Control gave us priority to Runway 16 ILS. As we descended below the 5;000 FT ceiling the Captain's IAS appeared to return to normal. The FO completed the approach and landed uneventfully with 30 flaps and autobrakes 2. The emergency vehicles followed us to the gate. I spoke with the Fire Chief and Dispatch. There were no braking issues (no overheat). So we completed the Parking Checklist and the Maintenance logbook and handed the airplane over to Maintenance after everyone deplaned.Prior to this event; before top of descent; we had an 'IAS DISAGREE' light illuminate in both the Captain PFD and First Officer PFD. This light was intermittent and would appear with a 5 KT difference and extinguish with a difference of 4 KTS or less. So we were cross-checking IAS frequently which helped us to quickly react to the sudden loss of Captain's IAS. After we completed the parking checklist; I went outside the airplane and checked the pitot tubes and static ports. They all appeared clear and normal.




Synopsis: A B737-800 Captain's Airspeed dropped to about 200 KTS as the aircraft entered clouds at about 10;000 FT but the First Officer's airspeed remained normal at 250 KTS. Descending through about 5;000 FT; the airspeed was again normal.
Date: 201505
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B NYC
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff behind a 767 and on the roll I felt some residual wake buffeting. It distracted me into preparing for a wake encounter airborne. This distraction took my attention away from following the SID vectors; heading 190 and then 220 out of 2.3 DME. I purposely started the first turn slowly behind the 767 and didn't initiate the proper procedure in due course.




Synopsis: B737-700 Captain reported deviating from ATC vectors on departure from EWR after being distracted by wake turbulence.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Company Policy

Narrative: Given today's health pandemic and unsure of the health standing of FA Y after hearing multiple coughs throughout the trip; I opted to not sit in my assigned jumpseat sitting shoulder to shoulder with [FA Y]. Instead I occupied the first First Class seat during takeoff and landing.During this current health crisis where it is recommended we practice social distancing; I believe it will be helpful if the FAA/Company considered a FAs seating position during these times.




Synopsis: Flight Attendant opted to practice social distancing by sitting in a First Class passenger seat instead of the assigned jumpseat next to another Flight Attendant who was coughing.
Date: 201406
Local time of day: 1201-1800
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower MDW
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Troubleshooting
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: We were assigned the Midway Nine Departure from Runway 4L at MDW Airport. Upon review of the SID (on the ground) we were unable to decipher what its intent was; so I queried ATC. The procedure off 4L/R reads 'NORTHBOUND departures assigned headings 360 clockwise through 080; climbing RIGHT turn to 2;400 FT heading 100 before proceeding on course.' Lower on the plate in the ROUTING window the initial altitude is listed as 3;000 FT. The initial climb instructions for 4L/R are absolutely undecipherable and ridiculous. I asked MDW Tower (before our departure) what its intent was and they said that even they couldn't figure it out. This SID needs to be updated immediately to read in plain English. When an FAA facility that controls the airspace cannot understand the procedure something is wrong.




Synopsis: During preflight a confused Corporate Jet pilot assigned Runway 4L questioned ATC about the MDW 9 Departure INITIAL CLIMB verbiage 'RIGHT turn to 2;400' which appeared to conflict with the ROUTING verbiage 'MAINTAIN 3;000 FT or assigned lower altitude.'
Date: 201507
Local time of day: 1201-1800
Location: SYR.Airport, NY
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SYR
ATC / advisory: Tower SYR
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We were cleared for the approach pretty far out. The Captain was flying and dialed in the final approach fix altitude and began the descent while I was switching onto tower and getting clearance to land. We descended way too fast and came over a ridge getting 700 feet AGL and got a landing gear aural warning. Shortly after the warning the ridge began to drop off and we were back to nearly 1;300 feet AGL.Paying attention to MSA on approach and not getting into the habit of just dialing in final approach fix altitude and dropping to it when cleared for the approach.




Synopsis: EMB175 First Officer experiences a too low gear warning when the Captain descends to the FAF altitude well outside the FAF. A ridge to the east of the FAF triggered the warning which ceased when the terrain dropped to field elevation.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Learjet 55
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was providing OJT to a Trainee on the Arrival Position. Tower had told us about a (Medevac) helicopter departure off the hospital 1/2 mile west of [the Class D] departing westbound climbing to 2;000. A LJ55 was direct to [the Class D] for a visual approach descending to 2;600 (the MVA). The LJ55 reported the field in sight; and the Trainee cleared [the LJ55] for the visual approach to Runway 18 with no restriction; and made a traffic call informing the LJ55 of the helicopter's position. I prompted the Trainee to also advise [the helicopter] of the approaching LJ55. As the aircraft neared; I observed that [the helicopter] was descending; eventually as low as 1;600 as the LJ55 descended toward the airport to 2;000. While I am the primary Instructor for this Trainee; he has completed over 60% of his OJT hours and other instructors and a Supervisor had told me they foresaw certification soon. I saw the potential for a conflict early; and was awaiting the Trainee's traffic management technique. Since traffic was light I could closely monitor the situation and see that the conflict was resolved; although more by pilot action than controller actions. However; what I observed and thought was a preemptive descent by the helicopter the pilot informed us was an evasive maneuver as he observed the LJ55 descending toward him. Do not rely on the pilot or the trainee to do what I know is the right thing. While there are different techniques; not doing anything is no technique at all; and the situation is better managed applying some restriction. During debrief with the Trainee we discussed simply vectoring the LJ55 or applying an altitude restriction to 'maintain 2;500 until advised'.




Synopsis: TRACON Controller providing OJT described a TCAS RA event involving a Corporate Jet arrival on a visual approach and a Medevac helicopter departing a near by hospital.
Date: 201511
Local time of day: 1801-2400
Location: HOU.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: When flying into HOU after having passed PLANB; ATC queried if we were direct WAPPL. We replied we were tracking to ZEBBB via coded arrival. ATC directed to continue current heading; and then cleared us direct to WAPPL (at the same time we reached ZEBBB). No further discussion was initiated. My reason for submitting this report was due to our inference that we were expected to fly direct to WAPPL after reaching PLANB vice flying the additional coded point (ZEBBB). Being cleared from one initial point directly to another initial point on same arrival can lead to confusion (there is only one intermediate fix between these points; ZEBBB; on the PLANB.WAPPL2 arrival. If this is normal practice; I recommend removal of ZEBBB from PLANB.WAPPL2.




Synopsis: C525B Captain reported he was confused flying into HOU when ATC cleared him to another initial point on the same arrival.
Date: 202107
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Training / Qualification; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was assigned a service check on Aircraft X while doing the check on the log book I had a inbound write up in the log book gasper vent above storage compartment forward side #3; 4 popped out [of] business class. The job was not a monitor and challenge item. While trying to gain access to the air outlet distribution valve I looked at the AMM and the instructions were not sufficient enough so I looked for some type of access so I opened the cover for the r2 escape slide inflation reservoir bottle and saw small access though that compartment while sticking my arm though the compartment the inflation reservoir bottle was deployed.




Synopsis: Technician reported that they inadvertently deployed a door slide while repairing a cabin conditioned air gasper that had fallen out.
Date: 202202
Local time of day: 1801-2400
Location: JAX.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C JAX
ATC / advisory: Tower JAX
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Confusion; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Software and Automation
Primary problem: Ambiguous

Narrative: At approximately 1000 ft. just outside 3 miles in VMC to Runway 8 at JAX; the First Officer's radio altimeter intermittently would go out (was replaced by an amber RA) and then come back. The Captain's radio altimeter worked the entire time. We also had our Autoland Status indicator go blank. It had previously shown a green Land 3 indication. JAX does have a 5G NOTAM for Runway 08; but we also have a Alternate Means of Compliance approved for all runways at JAX. 5G?




Synopsis: Air Carrier Captain reported the First Officer's radio altimeter worked intermittently and the Autoland Status indicator went blank while on approach to JAX.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Stearman
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My son [Passenger] and I took an excursion flight from ZZZ south approximately 60 miles; then west over the southwest part of [the nearby city] then returned to ZZZ along the same route. We departed ZZZ at approximately [time] and returned at approximately [two hours later]. Halfway through the flight [Passenger] was becoming nauseous which prompted the return to ZZZ. As we descended into ZZZ we encountered warmer air and more convective turbulence. The active runway was XX and winds were reported from [right-quartering headwind] at 5 kts. Upon touchdown [Passenger] began vomiting. I believe that [Passenger] contracted as he vomited and cradled and slumped over the control stick as I had very little if any stick movement. This lack of stick control prevented me from apply appropriate right input to the control stick to adequately compensate for the cross wind component. The aircraft subsequently veered right; drug the left wing tip and off the right (north) side of the runway. Upon leaving the runway I was immediately able to bring the aircraft to a complete stop. Requested from tower to cross runway XX and taxied back to the hangar. The damage to the left wing tip was minor and limited to the tip and does not constitute an accident. Damage was caused to the runway RVR upon leaving the runway.




Synopsis: Stearman pilot reported losing control of aircraft during landing flare due to sick passenger interfering with flight control movement.
Date: 201601
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The MAYSA3 RNAV SID is unusual in that there is a top altitude of 8;000 feet; but in the initial climb instructions it says to cross GOALY at or below 9;000 feet. In the routing instructions it also says to maintain 8;000 feet all the way through the transition. The clearance given said climb via the SID. I don't think I have seen another SID with a top altitude below the first hold down altitude. It seems possible that aircrew might mistakenly climb to 9;000 feet if cleared to climb via the SID. I'm trying to figure out a situation where the 9;000 feet would come into play if the top altitude is always 8;000 feet; just a bit confusing. I am submitting this ASAP for your consideration to help avoid deviations. No deviation has occurred.




Synopsis: B737 Captain is confused by the MAYSA3 RNAV SID departing PHX; in that there is a top altitude of 8;000 feet; but in the initial climb instructions it says to cross GOALY at or below 9;000 feet.
Date: 201504
Local time of day: 1801-2400
Location: ORF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ORF
ATC / advisory: TRACON ORF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter Bird / Animal; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Weather; Human Factors; Environment - Non Weather Related
Primary problem: Weather

Narrative: On the descent into ORF we were in smooth VMC conditions. We were cleared direct to CALEY for the ILS 5. I was in the process of beginning to slow the aircraft when we noticed traffic in front of us over CALEY as we observed and discussed this traffic ATC came over the radio and advised us of it. At that time we encountered SEVERE turbulence with roll rates in excess of 35 degrees and airspeed changes in excess of 30 knots the aircraft for a short time was uncontrollable. During this encounter while trying to regain control of the aircraft we had a bird strike to complicate matters. I immediately executed a climb and advised the First Officer to let ATC know we were climbing and asked for heading. We climbed to 4;000 feet on a heading and once clear of the worst of the turbulence (Below 3;000 feet) began to assess the situation. Another regional jet was also in the area and was behind us on the approach at a lower altitude. We waited to see the outcome of his approach. He advised the worst was between 3;000 and 1;600 with moderate below 1;000 feet. I elected to attempt a 2nd approach with the intention of diverting if it was unsuccessful. On the second approach the turbulence was only moderate with nowhere near what we encountered the first time. We continued the approach and landing uneventfully and the aircraft logbook was noted to the bird strike as well as encounter with severe turbulence. No passengers or crew sustained injury during this encounter.




Synopsis: CRJ900 Captain experiences severe turbulence during approach to ORF at 3000 feet; followed quickly by a bird strike. The Captain allows another RJ to go ahead then attempts a second approach which is successful.