elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Airplane started normally and all checklists completed. No difficulties on taxi. Was told to line up and wait on Rwy. I heard tower call the winds at 080/6 just a few minutes before I took the runway. I was cleared for takeoff; I acknowledged that and set the speed levers to high and noted rpm in normal range. I advanced the power levers and noted the right engine torque was lagging significantly behind the left engine torque. The airplane started veering to the right. I brought both throttles to idle and into reverse. I tried to use differential power; nose wheel steering and brakes to keep the aircraft on the runway. However; I wasn't able to correct the large right turn to keep the aircraft on the pavement. As I saw that I was about to depart the runway; I attempted to steer the airplane to miss the obstacles on the side of the runway. I hit one runway light; but managed to miss the large black taxiway sign that was just a few feet left of the airplane. I'm sure that I had the nose wheel steering button depressed on the throttle; because I never reached a speed and power setting where I would have released it. I saw that the nose wheel was cocked to the right after I got out of the aircraft. With the engines shut down; I also saw that one propeller tip on the left engine was bent.




Synopsis: A Metroliner Captain reported losing control of the aircraft at the start of the takeoff roll; due to an asymmetrical thrust condition; which resulted in damage to the aircraft.
Date: 201508
Local time of day: 0601-1200
Location: ATL.Airport, GA
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While inputting data into the FMS; each key stroke would often cause multiple digits to populate the scratch pad. When entering the fuel weight into the ACARS for the Track Detail Message (TDM); I input 1;100 instead of 11;000. We didn't receive any error message and don't notice it. We set the speeds according to the TDM. We took off from ATL with takeoff data that was 10;000 pounds too low. I realized it when I pulled up our landing data and our fuel on arrival was -3;000 pounds.We didn't encounter any low speed indications; probably because the N1 setting was higher than the N1 required in the TDM. However; taking off with speeds predicated on erroneous takeoff weight was unsafe and could have resulted in an undesired aircraft state.Fix the FMS anomaly that causes multiple characters per key stroke. Program safeties for the fuel amount; similar to those that exist for the number of passengers in each zone; so that the ACARS wouldn't accept a planned fuel that would result in landing with unreasonable amounts of fuel. By the way; we received landing data included -3;000 pounds of estimated fuel on arrival; and the aircraft landing weight was stated as Zero Fuel Weight (ZFW) minus 3;000 pounds.




Synopsis: CL600 FO reported taking off with a data error of 10;000 LBS entered into the FMS. FMS multiple character input issue was a factor in the incident.
Date: 201811
Local time of day: 1801-2400
Location: PWM.Tower, ME
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C PWM
ATC / advisory: Tower PWM
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was working flight data when a low altitude alert sounded on Aircraft X on about a 10 mile final. The Radar Controller gave a low altitude alert with a local altimeter and asked the pilot to verify he was established on the localizer. The pilot stated he was and the Radar Controller switched the pilot to Local Control. It was at this time I noticed the pilot's altitude of 900 feet. and descending. I believe I saw a low of 600 ft. on the radar scope when the plane was approximately 6 miles away from the airport. The MVA in that area is 1800 ft. I reached out to Local to find out if they were speaking to the aircraft and they weren't at that time; but the Local Controller was able to get in touch with the aircraft and issued a go around instruction with a climb to 3000 ft. We queried the aircraft on what happened and the pilot stated that the autopilot disconnected; an instrument was not working properly and they did not receive any low altitude warnings in the cockpit. The aircraft was vectored for a second approach and the pilot hand flew the aircraft safety to the airport without incident. The low altitude alert was not issued properly; and the aircraft should not have been switched to Tower while that low to the ground.




Synopsis: Flight Data Controller reported a Low Altitude alert on an aircraft 1;300 feet below the Minimum Vectoring Altitude.
Date: 202006
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy
Primary problem: Company Policy

Narrative: During cruise; we ended up circling for over 30 minutes due to a thunderstorm on the field in ZZZ. The airport was closed and we were holding. During this time; my C Flight Attendant and I started feeling dizzy. We both attributed this to the burden of wearing a mask the entire flight. Fortunately in descent; we both started to feel normal; but it was unsettling to think about what could have happened if 2 out of 3 of us became ill during the flight. On a side note; when working C it is impossible to properly brief the exit row passengers without taking a mask partially off one's face. The customers cannot hear us; understand us; and as I previously reported; I had to remove a passenger from the exit row because it was impossible to tell how old he was with his face covered up.Masks cannot be feasibly worn for 7-10 hour duty days. Masks only need to be worn during boarding; deplaning and walk throughs. This is becoming a huge safety issue.




Synopsis: Flight Attendant reported feeling dizzy along with another Flight Attendant and attributed it to having to wear a protective mask.
Date: 201712
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Cleared to land on runway 28R. After landing clearance received; the approach continued. I visually noted an A380 still on runway 28R. As the approach continued; I witnessed the A380 starting his takeoff roll. At approximately 50 ft we were caught in the A380's jet blast and the aircraft began to rock back and forth. I thought it would be best to execute a go- around. The Tower asked the reason for the go-around and I advised wake turbulence/jet blast because the Super [had] just lifted off as we were about to touch down.




Synopsis: B737 Captain on short final at SFO reported executing a go-around after encountering jet blast from a departing A380 that rocked the aircraft.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
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: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach and following a three leg day; Captain's iPad charge at 8% and First Officer's charge at 12%. With only one QRH onboard; any circumstances that would require a reference to the QRH in the iPad would have been rendered an impossibility. Although remote; situations such as an incapacity of the pilot in possession of the QRH; combined with a need to reference both navigational charts and the QRH; would be impossible to execute at a charge of 8% or 12% while still having enough charge to reference all charts to the gate. Without the ability to charge the iPad while airborne; having no paper copies of the QRH is definitely premature and unsafe.




Synopsis: A320 Captain reported concern about the flight crew's ability to access the QRH if both iPads were at a low state of charge.
Date: 201210
Local time of day: 0001-0600
Location: GPI.Airport, MT
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center ZLC; Tower GPI
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An Air Carrier was cleared for a LOC Runway 2 approach to the Glacier Park International Airport; subsequently; RADAR service was terminated and the Air Carrier was advised to contact Glacier Tower on 124.55. Two minutes later; the Air Carrier came back on Center frequency and said Tower did not respond. I attempted to contact Tower on the shout line with no success. The Area Supervisor was notified and he attempted to call the Tower via the telephone line with no success. The Air Carrier landed on Runway 2 without clearance from Tower. The Air Carrier cancelled IFR on Center frequency. Five minutes later Tower called on the shout line and said the Air Carrier was an arrival and when I asked if everything was okay; he said everything was fine.




Synopsis: ZLC Controller described a failed communications attempt with GPI Tower by an IFR inbound on the LOC Approach.  The reporter was unable to explain the failed communications.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ1.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Hawker 900
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ1
ATC / advisory: Center ZZZ1
Aircraft component: Communication Systems
Component problem: Failed; Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Troubleshooting; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Reaching the boundary with US airspace Between Country 1 and US I was monitoring the frequency with Country 1. I then heard Country 2 Accent; I found that odd due to the fact that we were with Country 1. I asked my First Officer if he had swapped back to Country 2 Control for some reason. I switched back to Country 1's frequency and tried to check in again to make sure they were not calling us. My com 1 screen was not working and com two did not allow us to out any frequency. I could put the frequency on standby; moved it to active but then it would go back to a frequency XXX.XX. I was able to communicate with them which was ZZZ Airport. I mentioned what was going on; my location and if he could relay a message with ZZZ1 Center. I recall he gave a couple frequencies for me to contact but was not able. I asked for a landline number to be able to call from the sat phone on board. By this time the radio kept swapping frequencies automatically and I lost contact with ZZZ Airport. I squawked 7600 [and] brief my copilot and passengers and began our descent to follow our loss on comms procedure. On the descent I was able to get a hold of ZZZ1 Center and was instructed on heading and altitudes. Reaching ZZZ2; ZZZ1 Gave me another number to call which was Approach and that they would be the one to guide me and give me landing clearance. In the meantime I was being vector i believe 11;000 feet and 190 on the heading. Once I got a hold of Approach on the phone we were instructed and landed without an issue. I contacted our repair station and both radios were bad.  Both radios have been replaced.




Synopsis: Captain reported communication system failure and having to use a satellite phone to continue with the flight.
Date: 201210
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Got late 'descend via' for GIBBZ RNAV arrival; first portion of arrival was deleted by ATC; with instructions to cross MOSLE at 11;000 FT. [We] had to confirm that ATC wanted us to continue to descend via the arrival after MOSLE and wanted published 250 KTS speed at MOSLE. We had been in VNAV PATH with GIBBS altitude of 7;000 FT set when this clearance was received. We then went to FLCH with assigned altitude of 11;000 FT. As we approached 11;000 FT the FMA went to ALT CAP mode; as expected; but the jet descended right through 11;000 FT in full autopilot with ALT CAP annunciated. We deselected the autopilot and bottomed out at 10;750; then returned to 11;000. The remainder of the arrival was normal; but we conducted all further descents in FLCH and selected speed.




Synopsis: ATC initiated alterations to the GIBZZ RNAV STAR may have contributed to an altitude deviation for a Boeing flight crew when the autoflight system failed to arrest their descent at 11;000 per the MCP altitude window and the active FLCH mode.
Date: 202009
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZZ
Aircraft component: Toilet Furnishing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Aircraft

Narrative: ZZZZ-ZZZ 14.40 duty day operated Aircraft X with XXX souls on board with 3 working lavatories. Cockpit informed us we would operate all lavs in order to depart but not have running water in the other lavatories. Captain's decision. Cockpit had 1400 sanitary wipes boarded. FA's not comfortable with non COVID procedures so it was agreed to lock other lavs off and operate only 3 lavs with running water. Please note ZZZZ has increased their COVID protocol due to increased COVID numbers.Under no circumstance should an aircraft operate without the ability to wash your hands especially on long range flying. As a situation arises during a pandemic; even though a policy has not been updated to reflect COVID procedures; it is imperative a Captain make a decision based on the health and safety of the crew. We had 3 working LAVs. That's not acceptable during COVID. CDC recommends hand washing.




Synopsis: Flight Attendant reported there were only 3 fully operational lavatories during a long haul flight.
Date: 201501
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: The A319 was in level flight at FL240. I issued the descend via clearance. The first altitude restriction for the IVANE5 arrival into CLT is at MSTRD. That window is at or above (AOA) FL270. The next window is at MAYOS with an altitude window at or below (AOB) FL260/ AOA FL240. After I issued the descend via clearance I noticed the aircraft was at FL236. GVE sectors altitude stratum at that location is FL240-FL330. I performed a point out to the SBV sector underlying my sector. I asked the pilot to verify his assigned altitude. Pilot replied with hesitation 'FL240'. Fortunately the SBV controller had already taken action and descended his traffic. SBV Controller anticipated the A319's premature descent since we have been briefed that this is a problem with the airbus FMS.  The aircraft continued to descend to FL232 before climbing back to his assigned altitude of FL240.  All of this occurred prior to the MSTRD intersection.  Either they need to fix their FMS systems to correctly comply with the restrictions on the arrival or we need to suspend the descend via into CLT until this is fixed. This is very unsafe!!


Second narrative: I was working the radar at sector 22. The top altitude of my sector is FL230. Sector 32 is right above me FL240-FL330. The controller working sector 32 told an A319 to descend via the IVANE5 Arrival. The A319 was currently level at FL240. On the arrival the window they need to meet restrictions for is at MAYOS FL240-260. The A319 descended prior to MAYOS and entered my airspace. Lowest altitude witnessed via Mode C was FL232. This is a known issue with Airbus aircraft on this approach. Because of this known issue I had already began to descend my RDU arrival early because of the known issue. If I had not descended my aircraft who was level at FL230 this report would be a different one. Airbus either fixes their FMS; or Airbus aircraft are not allowed to Descend Via the IVANE5 arrival into CLT.


Synopsis: Two ZDC controllers describe a recurring problem they are having with Airbus aircraft not meeting the crossing restriction at MAYOS on the IVANE5 arrival to CLT.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 0.5
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Ambiguous

Narrative: On ILS; weather lifted enough to visually identify landing environment and runway environment. Pilot flying transitioned visual scan to outside and maneuvered aircraft to ensure safe landing. Received a '[Glideslope] Pull Up' Warning simultaneously as pilot flying was reducing sink rate; repositioning flight path vector; and shallowing descent rate. [We] landed safely and uneventfully. Approach and Tower did a poor job of reporting and updating IMC conditions.




Synopsis: B737-700 First Officer reports a 'Glideslope Pull-Up' Warning during transition from instruments to visual on an ILS approach. The sink rate is decreased and a normal landing ensues.