elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Weather; Procedure; Airspace Structure; Aircraft
Primary problem: Weather

Narrative: We [were] dispatched in an aircraft that had two placards: MEL's limiting the aircraft to FL 350 due to L1 Cabin Air Compressor.  Enroute we were assigned FL350 which put us barely above thunderstorms. We received from dispatch a report for moderate turbulence from FL 290-340; and aircraft lower than us were complaining of bad rides; including moderate turbulence.We were then given the choice of FL310 or FL390 to pass ZZZZs ADIZ. Anything lower than our altitude would have put us in immediate danger of embedded thunderstorms; with no clear and safe deviation path around them. For safety reasons we elected to climb to FL390 for a short time; thereby exceeding maximum placarded altitude of 350. Upon clearing the thunderstorms we descended back to FL350. We had a safe and smooth ride; and no reports of any abnormal conditions in the crew rest areas.


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


Synopsis: A B787 flight crew reported transiting China and approaching Korea with imminent weather was restricted to FL350 because a cabin pressurization compressor was MELd. The crew elected to temporarily climb to FL390 over the weather.
Date: 201901
Location: IAH.Airport, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During this flight; I was the Pilot Flying and Captain was the Pilot Monitoring. We were assigned to fly the MSCOT 4 RNAV and as we got closer to the top of descent; we were reassigned to the DRLLR 5 RNAV. We planned to fly the SKLER transition to Runway 26R as per the arrival and I briefed the ILS 26R. I believe ATC assigned several speed changes during the descent which added to the workload. I don't remember exactly when we were told to expect the RNAV RNP Y 26R but I do remember it added to our workload because I was trying to make the tight altitude and speed restrictions which I had to manage with speedbrakes. As we approached SKLER; we had a conversation because the RNAV was programmed correctly in the FMC but it looked different on the Navigation Display (ND). The ND was showing two pink navigation lines. One showed the transition from SKLER then a 087 track for 3.0 miles and then to DRKAR and on to the rest of the approach to 26R. The other pink navigation line extended from SKLER on an indefinite 087 track. We double checked the FMC and determined that the aircraft would fly according to the FMC. As ATC noted; it did not. After DRKAR; the aircraft continued on a 087 track. We caught the mistake within seconds and I began to turn the aircraft in Heading Select. At this time; ATC gave us a heading. I incorrectly assumed that ATC had changed plans due to their own needs but I now know that it was because our aircraft didn't follow the RNAV as assigned. This incident is indeed unfortunate but I believe that there is a discrepancy somewhere in between the DRLLR 5 Arrival and the RNAV Y 26R.




Synopsis: Air carrier First Officer reported a track deviation occurred on the DRLLR5 RNAV arrival to RNAV Y 26R at IAH; and expressed the opinion that there could be a discrepancy between the DRLLR5 arrival and the RNAV Y 26R approach.
Date: 202004
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other landing
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was the pilot flying during a visual approach to XL in ZZZZ. The approach was stable but below 50' I flared slightly late causing a firmer touchdown. Rollout and taxi-in was uneventful. After entering rest at the hotel the Captain called to inform me that Maintenance was conducting a hard landing inspection. I was copied in on an email shortly thereafter from Maintenance that the discrepancy had been cleared with no damage found. Although legally 90 day landing current due to a recent simulator event; I had not landed the actual aircraft in some time. I feel the landing; while firm; was not unsafe and with more currency in the aircraft this will be an isolated event.


Second narrative: see next narrative


Synopsis: B777 First Officer reported a firm landing. Two maintenance personal reported their procedure for inspecting the B777.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Door Warning System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During the takeoff roll; shortly after rotation; the crew noted a 'Baggage Door' master warning. The crew ran the QRH which instructed them to shut down the left engine. The crew declared an emergency and returned to land. On the ground the crew determined that the warning was a false indication. During the discrepancy write up; the crew noted that the aircraft had been written up for the same problem numerous times previously.




Synopsis: Flight crew observed a 'Baggage Door' warning after takeoff; secured the left engine as per the QRH and returned to land.
Date: 201401
Local time of day: 1801-2400
Location: AVL.TRACON, NC
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E AVL
ATC / advisory: TRACON AVL; Tower AVL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: 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 Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Weather; Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While descending for ILS 34 AVL at approximately 6;500 MSL and starting the turn to line up with final; we received a single terrain GPWS alert; 'TERRAIN.' I initiated the terrain avoidance procedure and immediately the warning ended. The runway was in sight and we could see no other threats so the descent was continued and a normal approach and landing was made. The wind was blowing approximately 25-35 KTS over the hills creating a rough ride and some strong up and downdrafts. Descending into a rising terrain airport and high winds can create conditions that cause the GPWS to activate. Even though we were confident we knew where we were and why the alert happened we initiated the terrain avoidance procedure. I would continue to follow the train avoidance as we did; even though we were confident we knew where we were; we could be wrong. The accident in Cali proved that.




Synopsis: An air carrier crew executed the GPWS escape maneuver after a momentary TERRAIN warning at 6;500 FT but; when it ceased; they then returned to the descent profile for the AVL ILS Runway 34 approach.
Date: 201509
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAN
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The controller received multiple conflict alerts over a period of ten minutes. The aircraft was squawking 2244; and the tagged target conflicted repeatedly with a 2244 beacon code in close proximity. Company confirmed that the aircraft was ADSB equipped. These types of conflicts are a recurring issue and have increased in number since the introduction of FUSION. Erroneous conflict alerts (i.e.; aircraft conflicting with themselves) are distracting to controllers and may draw attention and resources away from more important tasks; causing potential safety hazards.Update MEARTS software and/or hardware to reduce or eliminate erroneous conflict alerts.




Synopsis: The reporter describes an instance of an aircraft conflict alert activating when there is no traffic. Reporter stated this is a common problem at facilities that have upgraded to FUSION radar display software.
Date: 201606
Location: JSY.Airport, OR
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF JSY
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Airport

Narrative: Power pole markings south of 33 are aligned with Taxiway A instead of Runway 33.

Callback: The reporter stated electrical power lines run parallel to Hurricane Creek Road which becomes Airport Lane. Directly in line with JSY Taxiway A are a series of approximately 24 inch diameter orange warning spheres on the power lines between poles. The warning spheres are less than a quarter mile from the runway; but align directly with the Taxiway A and are misleading. A pilot could easily line up on them then miss the runway.



Synopsis: A pilot reported that power lines with about 24 inch orange warning spheres on them are aligned with Taxiway A; not Runway 33. The spheres are less than a quarter mile from Runway 33 and misleading.
Date: 201708
Local time of day: 1201-1800
Location: FSD.Airport, SD
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I put the aircraft on a pre-programmed mission with altitude set to FL270 and airspeed set to 83 KIAS.  The altitude was not properly propagated to one of the points on the mission and I missed that.  Turning to point 3; the aircraft started descending from FL270 and went as low as FL254.  Center called as I was doing a manual take over and climbed back to the assigned altitude fixed the mission and continued over the area of interest until a crew swap out 2 hours later.The location was approximately 20 miles north of Sioux Falls; SD.

Callback: Reporter mentioned that there was an error in the program. FL200 was entered when it should have been FL270.



Synopsis: UAV Operator reported misprograming the UAV causing it to descend unintentionally.
Date: 201510
Local time of day: 0001-0600
Location: BJC.Tower, CO
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D BJC
ATC / advisory: Tower BJC
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I observed an unknown aircraft from the south. When I reached out to him; he told me he was flying the VFR Corridor. He was a few miles west of the established corridor but it was easy to see why he became confused. No traffic was in the area and I did not pursue any action against this violator since a) he seemed genuinely confused and b) there was no other traffic in my airspace to be a factor.The airspace immediately east of the Class D airspace contains a VFR corridor that allows aircraft to transition without talking to us. Looking at the VFR Flyway Planning Chart on the reverse side the extreme western edge of this corridor juts into our airspace. That has the potential to put VFR aircraft in close proximity to the arrivals we have landing and departures. I propose a Class D extension be created on the eastern edge of our airspace to contain this portion of the corridor. This way; we have more control over the aircraft in this area and can alert them to any aircraft in their proximity.




Synopsis: An aircraft flew into the BJC Class D airspace without an ATC clearance. The aircraft was confused by the VFR flyway planning chart and thought they were outside of the Class D.
Date: 202101
Local time of day: 1801-2400
Location: BDL.Airport, CT
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C BDL
ATC / advisory: Tower BDL
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: I was working LC/GC (Local Control/Ground Control) combined during LADP (Local Airport De-Icing Plan) operations. An aircraft called ready for departure on Runway 6 and was instructed to hold short for traffic landing Runway 33. Several Airport-Operations vehicles were on the frequency at the time and one of them stated on the frequency that Runway 33 was closed. The landing aircraft was issued go-around instructions on a two-mile final and subsequently landed on Runway 6. The Tower CIC (Controller in Charge) checked the NOTAMs and verified that Runway 33 had been closed for approximately 30 minutes. No notification had been received from Airport Operations that Runway 33 was closed.Similar incidents of this nature have happened in the past. Coordination via automation; or recorded landline; may help prevent these situations from happening in the future.




Synopsis: BDL Air Traffic Controller reported confusion of runway status due to poor communications with airport operations resulted in a go-around.
Date: 201306
Local time of day: 0001-0600
Location: ZZZ.Airport, US
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: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; noticed First Officer airspeed indication erratic. Settled down; but was consistently 4-8 KTS lower than Captain. Did IAS Disagree checklist; referred to Airspeed Unreliable checklist. Completed checklist. Captain airspeed good; First Officer airspeed -4 to -8 KTS; standby airspeed -50 KTS. Captain was pilot flying; we determined aircraft safe to continue; but watched all airspeed closely throughout flight. Approximately 45 minutes from landing noticed Elevator Feel Differential light was on; which stayed on until touchdown. On start of descent; when throttles came back got both engine EEC's reversion to Alternate mode. Did EEC Alternate Mode checklist. All engine parameters were normal; continued descent. As aircraft was leveling from 11;000 FT to 10;000 FT; Captain airspeed indication dropped 50+ KTS. Throttles went to max; and nose pitched over. Captain disconnected throttles; we cross checked airspeed indications Captain/First Officer/PFD; and determined that First Officer airspeed was most accurate. Captain transferred control of aircraft to me. Captain declared emergency and asked for airfield equipment. I continued approach and landing with autothrottles and autopilot off using my airspeed; pitch/throttle position; and AOA indications. Captain's airspeed indication came back close to First Officer's indications. Throughout incident standby airspeed was much lower and unusable. Landing uneventful taxied to gate.




Synopsis: B737-800 First Officer reported airspeed; elevator feel differential; and EEC anomalies. First Officer airspeed was deemed most reliable and flight continued to destination after declaring an emergency.
Date: 201702
Local time of day: 0001-0600
Location: RJAA.ARTCC, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On approach to RJAA for ILS 34L; ATIS reported surface winds (approximately) 310/24G28. Earlier; aircraft on both 34L and 34R had reported wind shear with +/-10 and +/-15 knots; respectively. This information was also on the arrival ATIS. We had an approach speed for Flap 30 of 147 with a wind correction of +15 for a reference speed of 162. Passing approximately 500 AGL; a performance increasing wind shear occurred with the IAS noted at 175; right at the flap limit speed for Flaps 30. Throttle were reduced to correct the deviation; but at no time was idle thrust selected. By 300 feet AGL; speed was approximately 165-170 and fluctuating. Passing 200 feet AGL; we were on ILS GS with PAPI showing one white and three red. We were within speed parameters for a stabilized approach and in a safe position to land. At this time the Ground Proximity Warning System (GPWS) gave several warnings of 'Too low terrain'. At this time; we verified our configuration and noted the Flaps indicated 25 degrees; but the handle was in the 30 degree detent. Without delay; we executed a go around.The following approach had similar conditions; but reactions to the expected performance-increasing wind shear resulted in airspeed deviation of no greater than 10 IAS. The resulting approach and landing were uneventful.I would have expected 'Too low Flaps' for this condition. I am not sure why we got 'Too low terrain'. Either warning would have given the same result; but we would have had more clarity on our issue with the more appropriate warning.




Synopsis: B737NG Captain reported executing a go-around after receiving a 'Too low terrain' alert on short final at RJAA.