elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Smooth at FL330 with seat belt sign off. Momentary moderate turbulence 5 seconds in duration. Rolled 15 degrees; autopilot stayed on. Immediately turned on seat belt sign and started to make PA 'Flight Attendants (FA) be seated immediately'. But the jolt was over and back to smooth air. I called Lead FA; and asked if all was ok. She stated yes; and it stayed smooth until landing. After deplaning; FA came forward and advised me she was injured and fell during the turbulence encounter. I called [a pilot manager] and [flight attendant manager] and we all 4 agreed that she was OK to work return flight. She stated her left wrist and right hip were sore. She stated that she wanted to continue to work and was physically able to do so. I suspect it was perpendicular wake turbulence encounter due to the sudden onset and passing. I saw no crossing traffic and it was VFR smooth before and after. No time to make PA. It was over in 5 seconds and smooth again.


Second narrative: [Report narrative contained no additional information]


Synopsis: A319 flight crew reported a Flight Attendant sustained minor injuries in a wake turbulence encounter in cruise flight at FL350.
Date: 201412
Local time of day: 1801-2400
Location: IJD.Airport, CT
Flight conditions: VMC
Weather elements / visibility: 15
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
ATC / advisory: UNICOM IJD
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was on a solo training flight to practice night landings on runway 27 at IJD airport. I have flown into this airport several times; including at night in the recent past; but mostly in the day. The approach to my first landing of the night seemed normal and the runway lights were clearly in sight. (This airport does not have a VASI.) I was in a stabilized descent at about 105 knots; as desired. Suddenly; branches from the tops of some trees were illuminated by the landing lights. By the time they came into sight; it was too late to avoid them. I concentrated on maintaining control of the aircraft. The branches were small enough that they had no discernible effect on the airplane's airspeed or directional control. Rather than attempt to land immediately after the collision; I applied power and climbed away from the ground. Once at a safer altitude; I checked and could find no anomalies in the sound or performance of the engines; or the operation of the flight controls; or any other system. I returned to [home airport]; where the airplane is based; so that if the landing gear or something else malfunctioned upon landing I would have access to more help than would have been available at IJD. I was distracted; though; and did forget to report a 2 mile final; as the tower had requested. The landing gear and other systems performed correctly. I landed normally and taxied to the hangar; where I found damage to the landing gear doors; taxi light; nose cone; and some dents in the wings.I inadvertently allowed the airplane to approach the runway at an excessively shallow glide path. Although my intention was to develop a capacity for night landing at a small untowered airport; in case it should someday be necessary; it would have been better for me to practice night landings at an airport with a VASI; or one with which I am much more familiar.




Synopsis: A small aircraft private pilot; flying a practice night visual to a non-towered airport with no VASI; struck small branches of trees on final; initiated a go-around and diverted back to his home airport. After a safe landing with all systems normal; a post flight inspection revealed moderate damage to several forward facing facets of the airframe.
Date: 201503
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SA 330 Puma/332 Super Puma
Operator: Government
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Panel
Reporter organization: Government
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Company Policy; Aircraft
Primary problem: Human Factors

Narrative: During the preflight of a AS332L1 Super Puma Helicopter this morning; prior to the mission with a takeoff; I noted that the upper right access panel was missing on the vertical tail rotor driveshaft cover. I have flown this aircraft several times this rotation as well as many other individuals have flown it on this shift. I; as well as many other pilots; have flown this helicopter on previous rotations. I asked one of our mechanics here at ZZZZ; where the cover was and went over to another AS332L1 to verify what the cover looked like. I was told by the Mechanic; that the cover had been missing for over a year and in further discussion learned that this was not a required panel. Given this information that the Maintenance department had known about the discrepancy for a year and that many others had taken the machine; I took the machine on the mission with the intention of noting the fault in the logbook to correct the deficiency upon landing. I accepted the helicopter and I made a write-up about the missing cover in the logbook upon mission completion. This has caused a maelstrom of activity both within the Maintenance department as well as with my Lead pilot and the Corporate Office.




Synopsis: Pilot of a Super Puma AS332L1 Helicopter reports he found an upper right access panel missing on the vertical tail rotor driveshaft cover. Technician informed him their Maintenance Department knew the panel had been missing for over a year with multiple missions completed during that time period.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Dusk
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Staffing; Procedure; Human Factors
Primary problem: Procedure

Narrative: While departing the hospital on a patient flight; I made two radio calls; one on the helicopter air to air frequency and one on the CTAF for ZZZ Airfield. At approximately 500 FT; I made another radio report on CTAF advising my location three miles southeast of the approach end of Runway 25 and my intended route and altitude climbing to. No other traffic on the radio was heard. The Tower was closed and Class D was not in effect. I crossed ZZZ on a course to the medical center; approximately 315-320 degrees. I was climbing approximately through 5;500 FT for 6;500 FT when I saw a Beech type airplane at my ten o'clock position closing rapidly; co-altitude. I immediately banked right but stopped the turn as I observed it passing to my 6 o'clock; and it passed behind my aircraft at approximately 200 FT or less. The airplane made no observed evasive maneuver and appeared to be straight and level. His course was approximately 080 degrees. I called on the radio for traffic at ZZZ and the pilot answered...stating he was downwind for Runway 26 at ZZZ. I asked him if he had reported downwind; he stated; 'No' and that Tower was closed. I asked him if he had heard my report; he stated no. He then stated his co-pilot did not hear it either. No further communication was exchanged. The remainder of the flight was uneventful.




Synopsis: AS-350 helicopter; climbing through the airspace of an airport whose Tower was closed; had a near miss with a Beech aircraft in the landing pattern. The helicopter pilot had called his position on CTAF; but the other aircraft had not transmitted his intentions.
Date: 201507
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Weather; Human Factors
Primary problem: Human Factors

Narrative: On short final to runway 28C into ORD we were mis-configured for landing.  We ran a landing checklist to the line; and got distracted due to gusty wind conditions; a short visual final approach; and also following a heavy 777; which was giving us wake turbulence.  Therefore we forgot to run the checklist below the line therefore not configuring the aircraft with flaps 5.  We noticed the mistake right as we got a message of 'too low flaps'.  This message sounded right as I was moving the flap lever to the 5 position.This event could have been prevented by not getting distracted with the gusty wind conditions and also the wake turbulence that was encountered.  Better CRM could have been used by cross checking the aircraft configuration prior to landing and also finishing the landing checklist below the line.


Second narrative: While on approach to landing on Runway 28C at ORD. We were kept somewhat fast and vectored close in behind another aircraft which was a heavy Airbus. Encountering moderate turbulence due to the gusty surface conditions; concerned about the distance that we were behind the heavy traffic; and becoming distracted with ATC. We forgot to go to Flaps 5 until around 700 AGL. After noticing are mistake we selected Flaps 5 and landed.Put flying the aircraft and doing of checklist first. And then contend with ATC. Also; we should have done a go around when we learned we did not have the proper flap setting below 1;000 feet.


Synopsis: ERJ-175 First Officer reported failing to complete the Landing Checklist and they were late selecting landing flaps. Gusty winds and wake turbulence were contributing factors.
Date: 201911
Local time of day: 1201-1800
Location: LCCC.ARTCC, FO
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center LCCC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Several months ago there had been a bulletin about GPS jamming going into TLV that was rescinded. On our flight we can confirm GPS jamming is still active arriving into TLV. At approximately 120nm out from TLV descending below FL330 we had planned and briefed per the ATIS for an RNAV approach to runway 30. We got several EICAS messages and ran appropriate checklists for ADSB right failure; ADSB left failure; GPS failure. We were then navigating on inertial nav and added DME updating. In the meantime an emergency closed to Runway 30 and we were switched to Runway 21. We advised we did not have GPS to ATC and set up for and flew the ILS to Runway 21.




Synopsis: Captain reported GPS jamming at this location.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Cruisemaster 14-13
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Wing Spar
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While on final approach; the airplane was stable and trimmed; with full flaps; for the published approach speed of 80 MPH. On short final there was an audible 'bang' that seemed to have originated from the airframe. A brief glance out the side window revealed that the left flap had largely separated from the airplane; but was visibly dangling from the wing. After an otherwise uneventful landing; I inspected the damage and was able to see where the flap had torn away from the wooden wing spar at the location where the flap hinges are attached. It is my belief that I never exceeded the flap speed of 85 MPH from the time I lowered the flaps.




Synopsis: A single pilot reports an audible 'bang' was heard on short final in a Northern Cruisemaster B14A aircraft with full flaps and noticed the left flap had separated and was dangling from the wing trailing edge. Left flap had torn away from the wooden wing spar at the location where the flap hinges are attached.
Date: 201901
Local time of day: 0001-0600
Location: ZMP.ARTCC, MN
Aircraft: Gulfstream G650
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X departed [and was] enroute to OAK. The aircraft was flying at FL430; and filed with equipment showing that they were RVSM equipped. However; their remarks said 'NON RVSM NON NRP'.I asked the pilot if the remarks were accurate and the pilot stated they were. The flight plan was not accurately filed and the person that filed thought putting 'NON RVSM' in the remarks would relieve them of any responsibility. The reason that this aircraft flew all the way to Nebraska from [their departure airport] without the correct equipment in the flight plan is because numerous air traffic controllers failed to read the remarks and update the flight plan! Read the remarks!




Synopsis: Center Controller reported an aircraft was operating in RVSM airspace with the incorrect equipment suffix.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to unloading an AKE [cargo container] with Dangerous Goods; ramp noticed content not secured. Boxes had fallen over and the arrow signs; pointing up; was now pointing to the left; since box laid on the side.




Synopsis: Air carrier ramp personnel reported Hazmat container found 'fallen over' due to inadequately securing at departure point.
Date: 201402
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Communication Breakdown; Workload
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: The B737-800 checked on descending to FL250 with 4th line coordination of 310+ in the data block; since he was going to be first; I cleared him direct to PRISE as soon as I was able. A few minutes later I noticed that the second aircraft in line was catching him even though he was assigned a slower speed of 300 KTS. I asked lead B737-800 what his airspeed was and he said 290 KTS; I told him that he was supposed to be doing 310 plus KTS and to speed up. I had to slow second aircraft; to below our going over speed of 300 KTS; to 280 KTS to keep separation. I also had to slow another air carrier that was behind the second aircraft earlier than planned because of the speed reduction given to the second aircraft. I went back and listened to the recordings and found that the previous sector had given the lead aircraft the clearance to transition to 310 plus 11 minutes prior to me questioning him about his speed.I have reported this exact scenario twice before. The B737-800 created a dangerous situation by not doing the speed assigned by ATC; and also by not alerting us to that fact. He had 11 minutes to reach the speed and failed to do so. I would like the pilots to take ATC speed clearances seriously and communicate if there is a problem with reaching the assigned speed. Please press this issue with the pilot organizations and airlines. This problem occurs across all air carriers and needs to be addressed because it is dangerous to all involved.




Synopsis: ZAU reported that the lead aircraft in a series along the same route failed to accelerate to 310 KTS as requested 11 minutes earlier and consequently all three subsequent aircraft had to be slowed which decreased separation.