elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1801-2400
Location: ORF.TRACON, VA
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD; Class C ORF
ATC / advisory: Tower ORF
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Diverted; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors; Weather; Aircraft
Primary problem: Weather

Narrative: We to ORF and the weather was not very good in ORF. After a slight delay departing and holding over CCV VOR; ATC reported the weather at 6000 RVR. So we attempted to shoot the approach in to runway 5 in ORF. We were cleared for the approach maintain 2300 ft until established. We were solid IFR (IMC) and there was a 33 KTS crosswind and the autopilot had a hard time intercepting the LOC. After overshooting the LOC 4 or 5 times I turned off the autopilot and hand flew the ILS down to minimums at which we had to go into missed approach; due to not seeing the runway. After the missed we had 4300 LBS of fuel onboard and our divert fuel was 4110 LBS so we diverted to IAD. The winds were gusting in IAD also so the autopilot had a hard time intercepting the LOC again in IAD. So I turned off the autopilot once again and hand flew the ILS. We broke out at 800 feet on the ILS and landed with no problems. During both approaches we were fully configured and established on the ILS by 1000 feet AGL; with no excessive banking. The flight was then canceled.


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


Synopsis: An air carrier flight crew reported executing a missed approach on the ORF ILS 5 approach due to gusty 30+ knot crosswinds. The crew flew a successful approach to IAD; which also presented gusty conditions. The autopilot had difficult tracking in the high crosswind.
Date: 201711
Local time of day: 1201-1800
Location: PHL.Airport, PA
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Assigned and briefed Runway 27L RNAV GPS approach including location of PAPI reference to the runway. When became visual noticed the PAPI was on the 'left' side of Runway 27L and not as diagrammed (right side of the runway). Crew had PHL ATC Tower confirmed we were in fact lined up with the correct runway we were cleared to land on.JEPP Chart 12-5 (effective date 22 JUN 2017) inaccurate. Suggestion: Reprint 12-5 JEPP chart to accurately reflect location of the PAPI.

Callback: The reporter reiterated the points stated in the narrative. He stated that he did not query the Tower Controller if the error on the chart was known; and that the Tower Controller gave no indication whether it was known or not. The reporter stated that he only asked whether his aircraft was lined up on the correct runway. The reporter stated that the PAPI depiction is also similarly incorrect on the PHL Jepp 11-7 (ILS or LOC Rwy 27L) chart; Effective 22 Jun 2017. He stated that the PAPI is located approximately 800 feet beyond the Runway 27L threshold on the left side.



Synopsis: Air carrier Captain reported the PAPI depiction on the Jeppesen 12-5 Chart for the PHL RNAV (GPS) Runway 27L approach; dated 22 Jun 2017; is shown on the incorrect side of the runway.
Date: 202010
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ambulance
Flight phase: Cruise; Landing
Airspace: TFR ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: I flew into the boundary and landed with a patient during a TFR without notifying ZZZ TRACON of my departure or route. I was fully aware of the TFR. I read the NOTAM. I had the phone number for ZZZ TRACON on speed dial. I received the notification for the flight via phone and text. The extenuating circumstance that I let allow me to lose situational awareness was when the office told me that this patient was COVID positive. I started concerning myself with securing the proper PPE and the steps necessary to complete the flight. I missed a crucial step of notifying TRACON.I have been thinking about this since the moment that I was notified. I have flown during many TFRs. On a personal level what I can do is take the time and create printed reminders all around the office. I had briefed the crew to help; however; they were fairly new and were concerned with critical patient care. It is of course my responsibility to make sure all steps are completed before; during and after the flight.




Synopsis: Helicopter Captain reported getting distracted and losing situational awareness resulting in a TFR incursion.
Date: 201704
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We coordinated a lav break with the purser. I went back to the lav first. When I finished I rang the cockpit door buzzer. Before the door was opened a passenger came up to the first class cabin and approached the cart. At that time the purser opened the cockpit door. I tried to tell her to close the door but she misunderstood me and thought I wanted her to come out of the cockpit. The flight attendant that was guarding the cart was trying to persuade the passenger to go back to his cabin. The purser exited the cockpit and I told her to close the cockpit door. The passenger went back to his seat and I then established contact with the First Officer (FO) via interphone. The FO unlocked the cockpit door and I and the purser reentered the cockpit and when I had taken my seat and control of the aircraft the FO took his break and we continued uneventfully to the destination.




Synopsis: A319 Captain reported a confusing exchange with a Flight Attendant as he attempted to reenter the flight station while a passenger approached the second flight attendant guarding the cart. During the exchange the First Officer was left alone.
Date: 201601
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing in a Caravan Cessna 208 with eight passengers on board; pilot in command was executing a coupled approach in VMC; unlimited ceiling; unlimited visibility; zero wind conditions. After disengaging the autopilot on the coupled approach approximately 300 feet off the ground; he hand flew and started to immediately drift to the left of centerline. Approximately 10 feet above the numbers he flared; and the speed was below 80 kts.  Stall warning horn went off for about one second and we landed harder than normal. After touchdown he started to over-correct towards the centerline; while doing this the aircraft started to veer to the right and he was not able to regain control. The airplane then went off into the grass; hit a sewage drain and blew out a tire.There were no injuries. The Tower asked us if we needed assistance; I said yes we will need a tow. At no time did I interfere with the landing or grab the controls.In my opinion he let the airspeed get too low; considering the amount of weight that we had on board; and he flared too soon/too high. That; combined with the weight on landing; [and] the momentum of his overcorrection led to the skating off the runway.




Synopsis: Cessna Caravan FO reported the flying pilot lost directional control after a hard landing; went off the runway; and struck a drain; resulting in a flat tire.
Date: 201809
Local time of day: 0001-0600
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Dusk
Aircraft: Bell Helicopter 407
Operator: Corporate
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Takeoff / Launch
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Troubleshooting
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: We were on an IFT [Inter-Facility Transfer] from [Hospital A] to [Hospital B] in Las Vegas; NV and were beginning the return leg. After I started up and listened to ATIS and was preparing for takeoff the tower frequency was completely garbled as is often the case. (We sometimes can and sometimes can't make radio contact from the helipad). I took off expecting to make immediate contact with ATC. The radio was extremely busy with incoming tour traffic and I had to wait a moment to make a call. When I did the controller did not respond to me but to another aircraft. When I was able to establish communications I had traveled approximately 2.5 miles to the east of [Hospital B]. Several moments later I was contacted by another controller asking what had happened and when I described the events as I just have he said that was unacceptable and gave me a phone number to call. Which I did upon landing back [at Hospital A] forty four minutes after takeoff from [Hospital B]. The person I talked to asked for all of my information and said I was being submitted to a QA Board for a possible deviation.I understand the rules of Class B Airspace but every hospital that we land at in the LAS surface area except [Hospital B] requires us to be airborne to establish communications. [Hospital B] is intermittent; sometimes you can get them on the deck and sometimes you can't. I have been operating this way without incident for the last 2.5 years. Generally it's not too busy to establish communications quickly and there haven't been any issues for me thus far. If there is another procedure ATC would like us to follow I would be happy to comply.Possible different procedure for contacting ATC when communications from the ground or helipad aren't possible.




Synopsis: Bell 407 pilot reported an airspace violation due to busy frequency.
Date: 201601
Location: ZZZ.ARTCC, IL
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approximately 400 miles from ZZZ notified of ill passenger who was exhibiting symptoms of severe dehydration. Tended to by two doctors and FA paramedic. [Advised ATC] and requested priority ATC handling. Landed uneventfully. Waited 5 minutes for ambulance/medics after block-in despite prior coordination.




Synopsis: A passenger became ill; so the crew requested priority handling and landed at the scheduled destination. There was a wait for the medics to arrive.
Date: 201504
Local time of day: 1201-1800
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Aircraft component: TCAS Equipment
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On North Atlantic Track E; in VHF contact with Gander Domestic. Level cruise at FL380. RA event with 'Descend; Descend!' We did at approximately at FL378 the warning went away. We were stable at FL377. Notified Gander they had no traffic close. Only traffic was at FL390 at about 5 NM in our 11 o'clock position. We reengaged autopilot and claimed back to FL380. We notified the Captain who was on break. The event was written up in the maintenance log with a '0' for FRM item. On descent the flying crew experienced the same event at a lower altitude. Again no traffic in the vicinity.


Second narrative: During Atlantic crossing at FL380 in Ganders airspace; an RA was commanded by the TCAS system. The pilot flying immediately followed the command to descend. Aircraft descended about 300 feet before the command steering went away. At no time did the system verbalize 'clear of conflict' as is the norm for an effective RA maneuver. Informed Gander Radio of the avoidance maneuver and they informed the crew that there was no traffic closer than 5 NM away at FL390. Climbed back up to assigned altitude of FL380. We believed at the time that it is was a system malfunction. Happened a second time while flying the arrival. The aircraft was at FL280 when another RA was commanded. Pilot flying immediately disconnected the autopilot and followed the corrective steering to descend. Descended to approximately FL277 when RA commands ended. Again; no 'clear of conflict' was announced from the system. Climbed back up to FL280 and informed Center of the RA maneuver. They also claim no traffic anywhere near our position. Wrote-up the malfunctioning system and sent to Maintenance via ACARS.


Synopsis: B777 flight crew experiences several false TCAS RAs for co-altitude traffic; commanding a descent. In each incident ATC advised there was no traffic nearby.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During cruise; FL350 got the ECAM message ENG 2 EPR MODE FAULT. Executed ECAM actions. Then went to the QRH which only referred to approach degradation under current condition of the jet. My destination was ZZZ1 with forecasted weather conditions to be deteriorating to as low as vv4; 1 mile visibility. I contacted Dispatch and Maintenance Control. Maintenance Control advised the condition was real and nothing could be done. Dispatch and I agreed to divert to ZZZ which was about 150 miles in front of us. Did not declare an emergency. The weather was CLR 10 plus visibility. Was cleared direct ZZZZZ for the ZZZZZ2 RNAV arrival. Vectored to the visual; Runway XXR. Cleared the visual approach. Intercepted final between ZZZZZ2 and ZZZZZ3. Approaching ZZZZZ3 we suddenly and simultaneously got EGT OVER LIMIT; ENG 2 FADAC and ENG 2 FUEL HEAT SYSTEM ECAM messages. FO; who was flying; reported having difficulty maintaining airspeed and not seeming to get power out of the Number 2 engine. Finished configuring the jet for landing and I chose to get the jet on the ground ASAP. Requested priority handling and landed all within about 1 to 2 minutes. Landed and stopped on the runway. Shut the Number 2 engine down; had the ARFF guys examine the engine for any signs of fire or over heat. They gave us the all clear and we taxied to the gate uneventfully.Suggestions: Not much; if any; guidance on our original condition. The FO and I both suspected there was more going on with the Number 2 engine which was one of the many reasons to divert.




Synopsis: A321 pilot reported experiencing a Number 2 engine issue at FL350 resulting in a diversion.
Date: 202106
Local time of day: 0601-1200
Location: PHL.Airport, PA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B PHL
ATC / advisory: Ground PHL
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: Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport
Primary problem: Airport

Narrative: Last day of 3 day trip.  Started both Engines and joined the long line of departures.  Had a closeout; completed all the checklists and taxied J; K7 short of Y.  We also requested numbers for tailwind takeoff (10 knots). Somewhere in between we received an ACARS that closeout had been deleted.  Holding short of Y; Ground told us we were next to taxi to W and hold short of 9L.  At that point we questioned ourselves if we had the closeout (it had been a 40 minutes or so since out).  We realized that no numbers had been sent since the message of closeout deleted.  The First Officer (FO) notified Ground and then Ground instructed us to turn right on Y and hold short of Approach End.  Ground told us to next time to tell them sooner; since there were many behind us. I made the turn to Y immediately to get out of the way and was looking for any signs that designated the Hold Short Point.  I must have missed it or went past it while turning into Y. Since they were landing on 9R and taking off 9L my brain went into looking for any hold short point (not as familiar with PHL as I would like to be). I was thinking 9R.  The next point I saw was the ILS sign short of P.   We stopped short of it. We were told that when able to call a number.  When I talked to them they said that they were concerned since they have been told that there are no signs or poor signs around K; Y and that approach end.  The main reason they wanted us short was to avoid damage from aircraft taking off.  [Contributing factors include] communications; sense of urgency; heavy workload; poor markings; no approaches to 9L; wrong picture in brain.  For PHL; do not instruct pilots to turn K onto Y and hold short of Approach End; there isn't enough room to complete the turn and hold short.  The aircraft will be blocking K anyway if holding short.  Also; hold the critiques of not notifying them of closeout until we are stopped.  Next time I will do what I have done for XX years; make sure I know the entire route (taxiing) on the chart instead of turning immediately and looking for signs.




Synopsis: Air carrier Captain reported a taxiway incursion at PHL airport and cited signage and marking issues as contributing factors.