elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Other sitting stand-by
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I was sitting standby and had a mask on for at least 4 hours.  It has been a long time since I walked into in-flight.  I feel very uncomfortable and unsafe not knowing who people are because we are all covered up.  There is no way to look at your ID and know that it is the same person behind a mask.  Again; as I traveled home; once released from stand by; I had a headache.  This is a reoccurring event due to wearing a mask; and this time I was not even on a plane. As I return to work full time; I am very concerned about not feeling comfortable being able to see my pilots' and crews' faces.  I have many studies showing that healthy people should not be wearing masks.  This is not a new subject; it has been studied years ago.And I believe OSHA says that it is not safe as well.  I am also very concerned about the spraying of the aircraft and would like to know the chemicals used.  I take my health seriously and would never put it in the trust of anyone other than myself.




Synopsis: Flight Attendant reported several concerns with individuals having to wear face masks.
Date: 201412
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Windy
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Weather; Human Factors; Airport
Primary problem: Human Factors

Narrative: Delayed 4 hours for arrival into SFO due to high winds. Conditions at field were dusk or nearly dark; winds 010 @30 gust 45. Assigned and briefed LOC28L Circle to Land RW01R with break-out at San Mateo Bridge. Just prior to the bridge they switched us to Circle land RW01L; we continued. As we begun the circle; we programmed the box for RW01L; 5 mile centerline; 3deg GP (there are no approaches for landing north at SFO.) We closed up the discontinuities and because the course did not auto-populate; we chose direct to first fix. The magenta line curved inside the 5 mile fix; it looked reasonable in relation to our position with the airport. We began circle at 1;900 feet configured to gear and flaps 15. We elected to stay in LNAV/VNAV and AP for safety. Turning base to final we received a GPWS alert and executed a go around. The go around went well; we climbed to 5;000 feet and were vectored for same approach again; but this time landing RW01R. We ran the checklists; and discussed what went wrong. We quickly identified our errors in using a 5 mile extension; and using too much automation for a visual/unusual maneuver. We decided to draw a 3 mile extension only as a reference; and flew without AP. For some reason the PDI did not work on this approach; so we put RW01R in the fix page; and used 3 to 1 to make sure were on GP. Lining up with the runway went well; but there are no approach lights/PAPI; lots of ground clutter; a very challenging runway to pick up at night in such a high work-load environment




Synopsis: A B737 flight crew went around after a GPWS alert sounded while they were circling to land at SFO on RWY 01L. On the next approach they shortened the final segment from five miles to three miles and were able to fly the approach without the GPWS sounding.
Date: 201308
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: Taxiing out to Runway 13 at LGA; we were informed by ATC that our departure fix; PARKE; was ground stopped due to weather and that we would have to taxi onto Runway 13 to get back in line.  We were issued the instruction; taxi onto Runway 13 and hold short of AA.  We taxied onto the runway and were looking for AA.  At about the same time; we were given the instruction; turn right onto AA and join P to hold short of BB.  We were having difficulty locating AA from the runway.  It was a reverse high speed turn; so we expected not to see a taxi lead in line; and because they do not use taxi lights on the pier; only reflectors; we knew it would be difficult.  We were both heads up trying to find the taxiway.  We saw what looked like a reverse; from our direction; taxi lead in line and started our turn.  We thought we saw the taxiway reflectors and were about 90 degrees to the runway centerline when we noticed we were incorrect; and that we almost turned onto an area that was not a taxiway and stopped the aircraft.  ATC at about the same time told us to hold our position.  At this point we told them we made a wrong turn; but we can turn back and head towards AA. The controller waited until the next aircraft rolled out on the crossing runway; and then had us turn towards and hold short of AA.  I never saw the sign for AA to hold short; but saw the 4/22 hold short line and held there.  Once another aircraft had rolled out; we were cleared onto AA then P to hold short of BB.  As we were waiting for takeoff; we noticed another aircraft; a MD-88; make basically the same exact error we did; and almost turn onto an area that was not a taxiway.   Night; no taxiway lights just reflectors; poor signage; poor ground markings.  Do not use AA for night taxiing from the 13 direction.  Add a sign for Taxiway AA.  Add taxiway edge lights.




Synopsis: After arriving at Runway 13 for takeoff; a CRJ200 Captain is advised that his departure gate is closed due to weather and to taxi onto Runway 13 and exit at AA.  The crew cannot find the taxiway due to poor lighting and a lack of signs; requiring some assistance from ATC.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 55
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb (FL280) TR [Thrust Reverser] #1 unlock light illuminated and horn sounded. We ran the unlock light in flight checklist with no effect on the TR light and horn. In the interest of safety we performed a Precautionary Shut Down Checklist to avoid possible TR deployment in flight. We [advised ATC] and diverted to [a suitable alternate airport].


Second narrative: During initial climb - TR [Thrust Reverser] #1 unlock light illuminated and horn sounded. We ran the 'unlock light in flight' checklist with no effect on the TR light and horn. In the interest of safety we performed a 'precautionary shut down' checklist to avoid possible TR deployment in flight. We [advised ATC] and diverted.


Synopsis: LR-55 flight crew reported diverting to an alternate airport after precautionary shutdown of #1 engine due to a thrust reverser unlock light illuminating in flight.
Date: 201603
Local time of day: 1801-2400
Location: ANC.Airport, AK
Light: Daylight
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Descent
Airspace: Class C ANC
ATC / advisory: Tower ANC
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While working the local control position combined with Lake Hood. Aircraft X checked in on frequency inbound to Lake Hood; I observed Aircraft Y on final to EDF. I passed traffic to Aircraft X who was almost at the same altitude. Aircraft X advised that they did not have traffic in sight. I immediately turned Aircraft X on a right turn heading 360 immediately northbound; I asked if traffic was ever passed to them they advised negative. The closest proximity was about 100 feet; less than a mile. No MOR [mandatory occurrence report] was done. We questioned one of the supervisors as to why a MOR was not done and we were advised that sometimes when someone is signed on to Cedar the MOR goes into their record and is not seen on the facility log for that day.Lake Hood airspace needs to be addressed when it comes to EDF traffic.




Synopsis: ANC Tower Controller reported an airborne conflict between two aircraft. The reporter blamed a specific airspace as the problem and that the pilot was never issued traffic from a previous Controller.
Date: 201811
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
ATC / advisory: Tower VNY
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: We were abeam VNY at 5000 MSL for runway 16R. They asked if we wanted the visual and we told them no; that we wanted vectors to final. I didn't want to try and stay within the mountains to the south while trying to lose that much altitude. They vectored us to final and nothing was unusual. About JINAT; we started getting some turbulence but; nothing unusual with the mountains there. Established inbound near FURRY we noticed we had a 47kt tailwind. We continued and asked for a wind check. At that point- maybe 2000 we had 27kt of tailwind. The tower said they were calm. We discussed things as none of this was forecast and it was clear. We then got a wind shear caution. As quick as we got that we started to balloon from the increase in performance and went white over white on the PAPI. We did a go around.We had briefed all the terrain and the MSA in all quadrants. We had also briefed the 1750' Hold down on the missed. When we started to go missed tower issued a climb to 4000' and runway heading. At about 1500' they said to stop the climb at 2000' and they would bring us back for 34. Said to turn right for the visual. At this point we were in the hills on the south end and 2000 was not going to keep us clear. We could not get a revised clearance in time and climbed on our own to avoid terrain. We maneuvered to get back for a landing on 34L.It was a total fiasco and really rattled me. I think it rattled ATC too as they were treating us like a small Cessna they could keep in close. We never got a terrain warning but did get a caution at one point and climbed up more. Clear sky; no clouds and calm winds on the ground. Nobody expected this and Tower should have kept us on the published missed and turned us over to approach to get vectors back. We stayed clear of the terrain on our own but; honestly; I don't know about airspace clearance. This really rattled my cage. By the time we took back off the winds were 340 gusting to 25.




Synopsis: Business jet First Officer reported a windshear missed approach in VNY led to a terrain warning when ATC did not utilize the published missed approach procedure.
Date: 201907
Local time of day: 1801-2400
Location: JFK.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Distraction; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Planned for 22L arrival. On initial contact with arrival 22R was assigned.On short final GPWS constant 'below glide slope' call-outs. PAPI was all red. Noticing red side lights and PAPI location; I stated 'displaced-threshold'; Captain responded something like 'yes or got-it'. He reacted as if to land beyond. Power/Pitch. Landed close to displaced threshold; unsure if beyond or not.Change of planned runway. Lack of attention to airport diagram.


Second narrative: Planned on 22L ILS; cleared 22R ILS. Transitioned to visual when well clear of weather because of offset localizer; used 3 degree line on HUD; intended to land beyond displaced threshold and I think we did but not 100 percent sure.


Synopsis: B737 flight crew reported possibly landing before the displaced threshold by mistake.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Super King Air 200
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: [There was] a BE20 on Visual Approach to the military base; talking to GCA [and] a CRJ2 on Visual Approach to ZZZ talking to Local Control. The CRJ2 appeared to turn base at about 3 miles out; so I was no longer concerned with his separation from the BE20; but then the Conflict Alert (CA) went off; the CRJ2 had extended. I called Local Control; and he said that the CRJ2 was on base leg. I called GCA and told them that the CRJ2 was on base leg. I measured the distance between the 2 aircraft and got 2.68 miles. There were 4 over-flights over ZZZ; so data-tag clutter was an issue; but I should have ensured that the CRJ2 was restricted to a shorter downwind. Recommendation; pay better attention; I should have ensured that the CRJ2 was restricted to a 5-mile final before I switched him.




Synopsis: TRACON Controller described a loss of separation event involving a GCA Approach and a Visual Approach; the separation problem resulting from an extended downwind by the Visual Approach aircraft.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Rear passenger access door was inadvertently left open on takeoff roll; and departed the aircraft prior to liftoff; takeoff was aborted prior to liftoff. The canopy-open warning light had been cancelled while taxiing; as the front canopy was then locked in the partially open position to allow cooler air to enter the cockpit. The front canopy was closed and locked just prior to beginning the takeoff roll; but the rear access door was overlooked. The two composite tabs on the access door; which attach to the hinges; snapped and the access door blew off without impacting the aft fuselage or tail. Damage was limited to the access door and its support rod.




Synopsis: DA40-180 pilot reported he failed to close the rear passenger access door and it departed the aircraft on takeoff roll. Takeoff was aborted.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Wheel
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: [This is in] reference Air Carrier Maintenance Computer System; Item XXX01; on a B757-200 aircraft. One of the # 5 main wheel tie bolts had a broken nut. This is a recurring problem. About five years ago; we had problems with the tie-bolts breaking; now it is the nuts.  Part failure of main tire/wheel tie-bolt lock nuts.

Callback: Reporter stated they count their Main Landing Gear (MLG) tire positions from left to right across the front row of tires on both MLGs. So #4 main tire wheel position would be the Forward Right Outboard (O/B) main tire on the right MLG. He has recently seen two tie-bolt lock nuts split open horizontally; with gaps that were paralleled with the tie-bolts at the #5 main tire (left MLG; aft O/B position) and the other at #6 main (left MLG; Aft Inboard (I/B)) position. Previous to that he has found lock nuts completely missing from tie-bolts; but couldn't remember if the threads on the tie-bolts were damaged. Reporter stated even though an MEL deferral is allowed; when a tie-bolt or lock nut has been found broken or missing; the tire is changed; if a replacement tire is available. For Mechanics; tire and wheel assemblies with broken tie-bolts; split or missing lock nuts become a safety concern whenever they have to service a tire for low air pressure. The condition of the remaining tie-bolts and lock nuts become more important under those conditions.Reporter stated that; months ago; his Air Carrier checked their B757 fleet due to numerous reports by mechanics about missing or split lock nuts on the main wheel/tire assemblies. Hydrogen Embrittlement of the lock nuts was found to be the contributing cause for early failure of the lock nuts. The Supplier was supposed to have purged his company's supply of the lock nuts. But now he is not so sure that was accomplished; because mechanics are starting to see the same issue recurring. Many mechanics do not bother filing reports about the lock nut problems; instead they just change the tire and move on to the next airplane.



Synopsis: A Line Mechanic reports finding main tire/wheel assemblies with split or missing tie-bolt lock nuts on their B757-200 aircraft. Hydrogen Embrittlement of lock nuts were noted as the cause of earlier failures and thought corrected; but now; similar failures are recurring.
Date: 202201
Location: TPA.Airport, FL
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Airport; Environment - Non Weather Related; Equipment / Tooling
Primary problem: Ambiguous

Narrative: While at TPA Gate the Captains Radar altimeter fluctuated from approximately -90 ft. to 400 ft. Multiple callouts were observed such as 'retard' and various altitudes. Further; the nav FMA went from armed to captured.The malfunction rectified itself and we safely departed. An information write-up was entered into the logbook and Maintenance checked the radar altimeter in ZZZ. No errors found.I've been flying an aircraft with a radar altimeter for years and never once have I seen a malfunction such as this until the 5G turn on. Coincidence? Probably not.




Synopsis: Air Carrier Captain reported a malfunctioning radio altimeter while parked at the TPA terminal. The Captain suspects this malfunction is related to 5G interference.