elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: FRG.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower FRG
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport
Primary problem: Airport

Narrative: I landed Runway 19 in FRG; Farmingdale; NY. I turned left off the runway onto G3 and was instructed 'taxi Gulf cross Runway 14 to the FBO.' You enter the FBO's ramp utilizing G4 Taxiway. I taxied north on Taxiway G. When I entered the actual surface of Runway 14/32 I see a hold short line on the runway running north south and a red runway sign on either side saying 1/19. To taxi across Runway 14/32 and stay on Taxiway G you must cross this hold short line completely from east to west. I stopped the aircraft on Runway 14 and asked the Tower if I was cleared to cross Runway 19 to stay on Taxiway G. The Tower replied that the hold short line was not for me; it was for aircraft landing Runway 32 to hold short of 19. I understand his statement and if you look at the airport diagram you see the LAHSO depicted there.The LAHSO depiction and the actual painting of the lines on Runway 32 are in two different places. According to the airport diagram you would never cross the hold short line; while at the actual airport you cross over the Runway 1/19 hold short lines while taxiing north on Taxiway G. I proceeded to ask the Tower again if I can cross the 19 hold bars to continue north and now he became frustrated with me. Eventually we worked it out and I continued taxiing. This is extremely confusing and unsafe. The Tower kept stressing how those hold bars were for landing 32 short of 19. I understand that. What I don't understand is how a pilot would be expected to know that they don't need permission to cross these specific hold bars. A student pilot or someone with less experience is going to get told this and one day this is going to lead to a serious runway incursion there or somewhere else. One of two things needs to happen: The Tower needs to acknowledge those hold bars and clear aircraft to hold short of them or cross them.  Or; the hold bars need to be repainted just west of Taxiway G so they will remain off your side the entire taxi. You cannot train pilots that some hold bars are ok to cross without permission while others are not.




Synopsis: Pilot reports of confusion while taxiing about hold short bars that he isn't sure if he should cross or not.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Wi-Fi on our aircraft is intermittent at best. We now have great technology to allow us to better avoid weather by using our iPads along with WSI Pilot Brief. This gives us a real-time look at the weather along our entire route in addition to ATC reports for our sector and our onboard weather radar which works out to about 160 NM.This is a huge safety issue which could save us from flying through a thunderstorm. The onboard radar shows us the nearest storms but sometimes blocks (or shadows out) storms beyond the closest one. The intermittent Wi-Fi is a distraction; I ended up turning WSI Pilot Brief off and used the radar to help avoid the weather.




Synopsis: B737 First Officer reported the Wi-Fi was intermittent on the aircraft; which did not allow them to use their iPads to access WSI Pilot Brief to avoid weather.
Date: 201704
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: IMC
Aircraft: PC-12
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower CLT
Second aircraft: B767-300 and 300 ER
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working Local Control East in IFR conditions. We had to withhold landing clearance with departure traffic in position and we had to protect for the ILS critical area. I was [working] my position when I noticed that ground control had taxied aircraft into the ILS critical area. I advised him to hold further aircraft short of the critical area and asked the Supervisor what he would like me to do with Aircraft X who was already in the critical area. I had traffic that would soon be inside the final approach fix. Supervisor suggested we get Aircraft X out before the arrival and avoid being 'in the critical area'. I cleared Aircraft Y for takeoff and several moments later told Aircraft X to line up and wait on the runway. In my efforts to get Aircraft X out of the critical area and avoid sending the arrival around; I issued a line up and wait clearance to an F behind a C category aircraft. I would recommend not taxiing aircraft into the ILS critical area when we are so close to low ceilings cut off. I would recommend not landing a departure runway when we have 2 other runways not being used. I would recommend not being rushed into getting an aircraft 'out before the arrival' to avoid causing a go around/canceled approach for the arrival.




Synopsis: CLT Tower Controller reported problems associated with Ground Control taxiing an aircraft into the ILS Critical Area when it should have been avoided.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Stearman
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Performing full-stop/taxi-back landings. This landing was the last of 3 planned for this flight and cleared to land on Runway XXL. Winds last reported 160 at 6 knots. Windsock seemed to agree. Skipped (no bounce) added small amount of power. Directional alignment looked good. Second touchdown was firm but no bounce. Tailwheel began severe shimmy and aircraft began turning left. Rudder alone; not enough correction. Added brake and aircraft continued turn to the left. Right wingtip scraped the runway. Then saw I was headed for a runway edge light; so steered further left to miss it. Exited the runway onto the grass and shutdown.Right wingtip and outboard forward end of aileron were scraped and required fabric repair only. There was no structural damage. Subsequent gear alignment check revealed major toe-in of left main gear. It was determined that it had been like that since a previous accident and the alignment check performed at that time had been performed incorrectly.I believe that I removed the aileron cross wind correction while concentrating on the rudder and brake inputs to stop the left turn. The severe tailwheel shimmy was a distraction and perhaps caused a startle effect which delayed proper control inputs. Once beyond a certain point; directional runway control in this aircraft type cannot be recovered. Gear alignment played a part; but I had flown all of my 40 hours in this plane in that configuration.




Synopsis: Stearman pilot lost control and went off the left side of the runway during landing. The aircraft's lower right wing hit the ground and was damaged.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Outflow Valve
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was level at FL370 for over an hour. A rather loud whistling noise was heard. I observed the cabin climb rate jump from 0 to +3;000 FPM. We were experiencing a rapid depressurization. I declared an emergency with Center and requested an immediate descent. We began a descent immediately. Center was very helpful in giving me directions to various airports. Oxygen masks were donned by pilot and passengers; passengers were briefed; and we made a course reversal toward [nearest suitable airport]. As we proceeded; we leveled the aircraft at 14;000 FT with ATC approval. At that point; the cabin was holding at 3;000 FT. Oxygen masks were removed. The emergency status was canceled. I told ATC that we no longer needed priority handling and that we could be sequenced onto an arrival and an approach normally. We changed our destination as we considered maintenance availability at various airports. The approach and landing were normal. There were (to my knowledge) no conflicts with other aircraft. Center personnel responded promptly to all of our requests. I never heard any transmissions that would indicate that our situation/actions affected other aircraft (no heading or altitude changes were given). The emergency was handled promptly; professionally; and decisively by both myself and ATC personnel. Maintenance was performed [and] it was discovered that the right-hand pressurization check valve had failed. Instead of air being sent into the cabin to pressurize the aircraft and inflate the door seal; the air was allowed to escape into the right-hand nacelle. The flight resumed two days later.




Synopsis: C-550 Captain (single pilot) reported loss of pressurization at FL370. Emergency was declared; a descent executed; and a diversion to an appropriate airport followed; where a pressurization check valve was found to have failed.
Date: 201406
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Training / Qualification; Confusion
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; 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; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: PDC indicated that we were cleared to climb via the BNDTO1 SID. We verified that the appropriate crossing restrictions from the profile view on the chart were loaded into the FMC. Prior to blocking out the First Officer and I discussed our understanding of the PDC and we agreed that we were cleared to our filed altitude of FL220 with the understanding that we would be at or below 5;000 at SHAAK and above 13;000 at CUZZZ. Upon checking in with departure the First Officer reported our altitude and stated the understood clearance to climb via the SID to FL220. The Departure Controller advised us that we were to maintain 4;000 as per the SID. (The bottom left corner of the plate mentions the 4;000 FT from SHAAK; which we didn't notice.) He gave us a phone number to call. On arrival I spoke with the Controller and he noted that several crews had made the same error and that there were no separation issues with our flight.




Synopsis: B737 Captain reports missing the 4;000 FT restriction in the routing section of the BNDTO 1 RNAV SID description. ATC detects the error.
Date: 201502
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the descent into DEN while on the WAHUU arrival with all crossing altitude restrictions verified. We had the aircraft in Speed/ Destination/ Nav mode; at 17;230 feet we crossed SAYGE intersection and the aircraft auto switched into V/S -1;100 FPM. We got the 'degraded' aural warning and then switched the aircraft back into managed mode. It stayed in this mode the rest of the way down making all altitude crossings. This is the second time this has happened to me in the last week. I had the same thing happen in February while descending into BWI. This is why i'm filing it this time because it seems to be a pattern. Our crews should be made aware that this is happening and to use greater vigilance while in managed descent mode and to report it when it happens so that we can get Airbus to do something about it!




Synopsis: While in a managed descent on the WAHUU arrival to DEN; an A320 Captain reports crossing SAYGE at 17;230 feet when a chirp is heard and the autopilot reverts to V/S at -1100 FPM. VNAV is reengaged and performs normally for the remainder of the arrival.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Snow; Windshear; 1 1/4
Light: Daylight
Aircraft: Learjet 35
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Workload
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Post flight
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: Flew ILS Ry XX approach & had visual on runway at 100 ft. above mins. Airspeed was Vref + 20 due to strong; gusty cross-wind. Initiated flare on centerline and; at 1-2 feet above runway; a wind gust of what I estimate as 35-40 kts lifted the right wing; rotated the aircraft nose right; and began to push the aircraft toward the left edge of the runway. The aircraft altitude increased 10-15 ft. and; for approx 5-7 seconds; an attempt was made to re-initiate landing. It became obvious the aircraft was not in a position to land on the remaining runway; and a missed-approach was performed. Upon contacting ATC; diversion to ZZZ1 was requested. While running the approach checklist; we noticed very little fuel in the left tip tank with approx. 500# in the right tank. The imbalance was confirmed in control feel. An addition was made to Vref for both wind and lateral imbalance. Landing was uneventful until ramp arrival revealed fuel leaking from; and damage to the left wing tip area.




Synopsis: Lear 35 First Officer reported a wing tip damage during a post flight inspection after diverting due to high wind gusts.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 80-100 NM from destination airport and after approximately 1+30 of flight time in icing conditions and after exiting icing and securing anti-ice/de-ice systems and shortly into the descent from FL310; in the clear; the amber Mach Trim inop light illuminated and the A/P and A/T disconnected. Shortly thereafter the Capt's Airspeed indicator became unreliable with no off flags present. The Capt's airspeed indicator indicated 240 KTS IAS and the FO's and Stby airspeed indicators indicated 290 KTS IAS; which along with throttle quadrant position and engine N1 indicators were determined to be the correct indications. Pitot/static heat indications were normal and no circuit breakers were tripped. Shortly after that the amber Pressurization flow light illuminated with an associated left pack failure. Shortly after that the right pack failed with both the pressurization transfer lockout and stby lights illuminated and a rapid depressurization ensued. A descent was initiated with an exit from RVSM airspace and with an emphasis on maintaining positive control of the aircraft; navigating and communicating with FO; ATC and FAs while simultaneously correcting the obvious and referencing multiple checklists with multiple compound aircraft systems malfunctions. A successful descent accomplished with aircraft cabin altitude not exceeding approximately 7000 Ft. At approximately 14000 Ft. MSL in the descent all systems returned to normal except for the transfer lockout and stby lights; which remained illuminated. An otherwise uneventful landing and flight termination was completed at destination airport with no known injuries or aircraft damage. The flight recorder circuit breaker was pulled after flight termination. Coordination occurred with entire flight crew; ATC; Dispatch; station personnel and Maintenance.Cause: Maintenance troubleshooting and repair ongoing at the time of this report.


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


Synopsis: MD-80 flight crew reported experiencing multiple system failures on descent; including autopilot/autothrottle disconnect; Captain's airspeed indicator error; and air conditioning/pressurization pack failure.
Date: 201706
Location: ZOA.ARTCC, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZOA
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When climbing out of SFO at approximately 14000 ft we received a LT PACK trip. While accomplishing the checklists we also received an Equipment Cooling Exhaust light. We used the paper QRH to accomplish these procedures.  When trying to determine single pack operating limitations the FO's content locker failed. DO NOT REMOVE PAPER MANUALS!




Synopsis: A B737 Captain reported that the flight publications manager application failed in the Electronic Flight Bag; which required him to revert to the paper QRH during a malfunction.
Date: 201811
Local time of day: 1201-1800
Location: MIA.Airport, FL
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MIA
ATC / advisory: Tower MIA
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Go-around from possible wake turbulence or perhaps under estimated cross wind or even perhaps a tail wind.Arrival into MIA landing with reported direct crosswind wind within limits; and [departing Heavy]; holding for takeoff. [Heavy aircraft] began rolling as we descended through 1;000 feet. Gusty conditions. Stable at 500 feet on visual. Stable in flare; and floated; [then] ballooned into an unsafe landing condition. Executed go-around procedure. Came around again; same conditions but more manageable; floated in flare; side slipped on touchdown.More separation between departing [heavies]. Don't have planes landing at or beyond possible crosswind limitations. Clarify where the wind readout is from  mid field etc.




Synopsis: Airbus Captain reported executing a go-around at MIA after encountering jet blast from a departing Heavy aircraft.