elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: HCF.TRACON, HI
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B HNL
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Approach; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: I had just taken over the radar position. I was working CIC and Arrival radar combined because of low staffing and trainees working the other two radar positions. I took over with Aircraft X being vectored for the ILS. The previous controller had given Aircraft X a vector toward the final from the southeast to a point 2 miles from the ILS gate. I was thinking about a sequence for the satellite airport and the ILS to 8L when I noticed Aircraft X speed still at 250 knots. I gave a speed reduction about a mile before a turn to join final. When I gave the 060 heading to join; the Aircraft X pilot flew through the localizer and into a 4000 ft MVA (Minimum Vectoring Altitude). I had him join the localizer and track inbound till he was in a 3000 ft MVA area again then I vectored the aircraft back to the west to resequencing for a proper ILS established 2 miles outside the approach gate. I took over for a bad vector and instead of trying to correct the situation and resequencing immediately I tried to make the situation I was handed work. Have all aircraft not being vectored for Visual Approach turn on the ILS further outside the gate than the 7110.65 requires. Then if the aircraft slops through final they will still be in a 3000 ft MVA area and can vector on a 100 heading to rejoin.




Synopsis: HCF TRACON Controller reported that an aircraft flew through the final approach course and into a higher MVA.
Date: 202104
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection; Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Software and Automation
Primary problem: Software and Automation

Narrative: The 175 scanner had Dangerous Goods/Human Remains that did not specify Human Remains. Due to the new training regarding TC175 scanner DSTG [Departure Staging Guide] is not printed. This flaw is complicating ramp servicing of aircraft. New training has employees relying on TC175 that is not specifying the difference between freight and human remains. Previous procedure of hard copy of DSTG should be reinstated.




Synopsis: Air Carrier ground personnel reported ground handling issues with new procedure/equipment. Reporter recommends reverting to previous procedure.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 170/175 ER/LR
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: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During cruise flight at FL310 the Captain and I noticed an abrupt fluctuation in cabin pressure. This was first identified by ear discomfort; and then confirmed by an abnormally high rate of climb on the EICAS. The cabin began to climb at approximately 2;000 FPM until a pilot advisory message appeared PRES AUTO FAULT.  We donned our O2 masks and verified that I was still flying the aircraft and 'working the radios' while he was to run through the QRH and advise the passengers and flight attendants. I informed ATC that we were experiencing a pressurization issue and would like 'lower.' ATC authorized a descent to FL200. The Captain continued to follow the QRH for guidance. Once level at FL200 the pressurization seemed to stabilize. The Captain made an announcement to the passengers and flight attendants. After approximately 10 min at FL200 the pressurization anomaly returned. The Captain advised me to tell ATC that we would like to land in ZZZ. I was recently informed that the Captain followed the incorrect QRH procedure; which resulted in the second pressurization anomaly. Instead of following the PRES AUTO FAULT QRH procedure he used the PRES AUTO FAIL procedure. This procedure instructs the pilot to cycle the mode controller from MAN to AUTO. By doing this; the system logic was overridden and the aircraft pressurization fault returned.




Synopsis: When an EMB-170 flight crew utilized the incorrect QRH procedure in response to a PRES AUTO FAULT warning accompanied by a rapid rise in cabin altitude they were ultimately unable to control pressurization and diverted to a nearby airport.
Date: 202012
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other unknown
Aircraft component: Cabin Furnishing
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Physiological - Other; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The hand sanitizer installed on this aircraft is in a dangerous location. Several times I have hit my back center spine and also hit my arm on it. With the addition of the X row of seats on this plane the bulkhead wall is already pushed forward. With the addition of the sanitizer it makes the work space even smaller. Someone is going to get seriously injured in turbulence or any sudden movement of the aircraft as the bottom part that sticks out; is a thin edge. The catch dish was missing on this aircraft; so any liquid was falling on the floor creating a slip hazard. Whomever is putting the bottles in the holder; they are not securing it in place. The flight attendants have not been shown how to secure the bottle in place.Why are we taking space away from an emergency exit that has already been encroached on by the wall being pushed forward; to add an X row of seats?




Synopsis: Flight Attendant reported concerns with the placement of the hand sanitizer installed on the aircraft.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying with a CFI on the afternoon of [date] at ZZZ for flight training for a complex endorsement. We departed ZZZ from Runway XX and headed in a northerly direction; practiced slow flight and power off stalls and a planned simulated gear malfunction. We headed back for a landing at ZZZ. As we proceeded to land; the CFI tripped the circuit breaker for the landing gear to simulate a gear malfunction. When the gear light did not indicate the gear was down; we performed a go-around. We flew back north of ZZZ; lowered the gear manually; turned the circuit breaker back on; confirmed that the gear was down; and performed several more landings while remaining in the traffic pattern. While preparing to land again; the gear light indicated that the gear had not lowered. We performed a go-around and it was determined the right gear would not lower. At this point; the CFI took control of the aircraft. We spent at least 30 minutes trying to get the right gear to come down. The CFI contacted ZZZ and ultimately was able to make contact with the owner of a maintenance facility located at ZZZ. The CFI performed at least two low passes to allow the maintenance facility owner to try and observe the status of the right gear. He also flew the plane in slow flight while attempting cycle the gear and also attempted to manually lower the gear. The right gear repeatedly would not lock in place. The CFI also tried several steep turns to increase the G Forces to see if the right gear could be locked in place. All of these were unsuccessful. As darkness was approaching; the CFI made the decision to perform a gear up landing because he did not want to face that in darkened conditions. The CFI successfully landed the plane gear up on Runway XX.There were no injuries and the only damage known at this time is to the propeller; landing gear and underbelly of the aircraft.




Synopsis: C172 RG pilot reported that the gear failed to extend and resulted in a gear-up landing.
Date: 201907
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: While descending through FL320 we encountered a strong wake that rolled the airplane right 15 degrees then instantly rolled us left to 30 degrees of bank all while in a moderate turbulence feel of chop. I told the F/O who was flying to level the descent as I reported the wake upset to ATC. ATC gave us 20 left and the F/O with the autopilot off rolled us to that heading and it instantly smoothed out. Thankfully the FA's were finished with the service and were OK and all the passengers were seated at that time. ATC said we were close to the A320 ahead of us and once we had more spacing we returned on course to LGA.




Synopsis: Embraer Captain reported encountering wake turbulence descending out of FL320 inbound into LGA in trail of an A320.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Aircraft: Robinson R44
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Private
Second reporter function: Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climbout after takeoff experienced a loss of main rotor RPM and power resulting in a forced landing.


Second narrative: [Narrative #2 contains no additional information.]


Synopsis: R44 helicopter flight crew experiences engine failure on liftoff and completes a forced landing.
Date: 201502
Local time of day: 0601-1200
Location: GYR.Airport, AZ
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D GYR
ATC / advisory: Tower GYR
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Student
Anomaly: Conflict NMAC; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When flying the arrival a large drone was observed left of the plane. We were flying perpendicular towards the Runway with a distance of 1.5 miles towards the Runway; just before entering the left hand downwind for Runway 03. The observer saw a red and black; at that time unidentified; object very close and 9 o'clock of the plane and notified the Student Pilot and Instructor Pilot. The Student Pilot and I agreed that it was a drone right at traffic pattern altitude.  ATC was not informed and approach was continued. Later on the ground we agreed the horizontal distance was around 200 ft.




Synopsis: F33A student pilot sitting in the cabin; with  another student and the instructor at the controls; reports sighting a drone while entering the traffic pattern at GYR.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Aircraft had Number 1 pack inop while descending from 11;000 feet. We passed through a layer at about 9;000 feet that caused the anti-ice to activate then we got EICAS messages stabilizer anti-icing failure and wing anti-icing failure followed by warning message icing conditions with anti-icing inop. I reduced the thrust to idle and increased my rate of descent knowing I could descend out of the icing conditions in less than 1;000 feet; but with the engines boosted due to the anti-icing; my airspeed increased to 253 knots for about 7 seconds until I could open the speed brakes and reduce the rate of descent to get my airspeed below 250. I saw the airspeed increasing and heard the aural warning high speed as I was opening the speed brakes and reduce the rate of descent. I was distracted by the warning message and let my airspeed increase. I reduced the rate of descent and opened the speed brakes. With one pack inop I should have known that if I encountered icing; that all those messages would come up and that I would not be in those conditions long enough to affect the safety of the flight. I should have watched my speed closer and increased my descent rate less.




Synopsis: EMB-145 Captain reported experiencing stabilizer and wing anti-ice systems failures while descending in icing conditions.
Date: 202007
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Staffing; Human Factors; Environment - Non Weather Related
Primary problem: Staffing

Narrative: I was doing an FAA check ride acting as a pilot examiner with the applicant on board for a Commercial Airplane Single Engine Land rating in Aircraft X on Right downwind for [Runway] XXL at ZZZ.  The time was approximately XA:15PM. The Tower closed at XA:00 so the airspace was G.There were approximately 6 planes in the pattern.Aircraft Y reported he was on a VFR PRACTICE LDA approach for [Runway] YYR. Everyone in the traffic pattern was in Right traffic or left traffic for XXL (reciprocal of YYR ).Several planes in the pattern advised Aircraft Y that the runway in use was XX left/right traffic. Aircraft Y still continued inbound on the LDA approach for YYR again aircraft in the pattern advised Aircraft Y right traffic for XXL.As I was turning from base to final for XXL Aircraft Y stated he would be making a climbing left turn at the threshold of YYR. I was now on short final doing a go-around climbing to 200 feet when I heard Aircraft Y now state he  would be doing a straight out departure on YYR which was now flying opposite the traffic pattern.  I looked down the runway and saw Aircraft Y flying head on right towards me. I descended and he flew directly over me approx 300 feet above me.He then made a climbing right turn and in the process came within 100 feet of another aircraft; also in the pattern. The pilot of Aircraft Y stated over the radio what he did was correct and had tapes to prove it.  He then flew Northbound against the traffic pattern leaving the area.




Synopsis: Pilot reported an NMAC at a closed towered airport.
Date: 201904
Local time of day: 1201-1800
Location: ALB.Airport, NY
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other Part 107
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C ALB
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Human factors: Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a sUAS flight with my Mavic 2 Pro; I accidentally flew in to the edge of ALB's class C airspace. Having recently switched to a new aircraft and flight controls; my typical pre-flight tooling was not available on the new platform and lack of familiarity with the platform and incorrect memory of the local boundaries resulted in an incursion of no more than 100 yards or so in to ALB's airspace.I mis-remembered the boundaries as falling on the far side of Starbuck Island when in reality it was on the near side to my take off/landing point. My new DJI Smart Controller did not provide warnings in a format I was familiar with and integration on controller with AirMap and other LAANC based systems is currently not functional.My initial flight plan did not include a path that would have flown in to ALB's airspace; however; unexpected wind conditions on site caused my path out to be unsafe to return on due to having to fly under a bridge structure. I decided to approach over land above the empty construction site on the island as the safest course of action without remembering that this flight path would enter in to ALB Class C airspace.The intrusion was discovered post flight during a review that I undertook due to lack of confidence in my own memory of the boundaries. During this review; I discovered the error.As a corrective action; I plan to review charts prior to a flight when in near proximity to controlled airspace even if my initial plan is to stay within a known area outside of the controlled airspace.A broader corrective action would be to encourage more consistency and uptake of LAANC and the UAS facilities directory as the standard mapping system in sUAS control systems. The poorly implemented maps in DJI's Go app was a major contributor to the incident and such an incident would not have been possible flying under AirMap or a similar program which provides more accurate charting; however; such apps do not currently work with DJI's Smart Controller.Established FAA regulations helped ensure that the incident resolved well. Flying within visual line of site and with a sufficiently high cloud ceiling allowed for the airspace to be easily monitored locally during the event.




Synopsis: DJI UAV operator reported an inadvertent intrusion into ALB Class C airspace.
Date: 202006
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing; while turning the aircraft onto taxiway the tiller got caught in the power cord of the First Officer's tough pad EFB restricting my ability to make the required turn without untangling the cord from the tiller.Poor placement of the tough pad EFB.Relocate the tough pad EFB to the original EFB location. This is a serious safety issue.




Synopsis: B777 Captain reported the placement of the EFB mount can restrict tiller movement.