elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground FLL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: FLL's Taxiway T1 sign is missing along Taxiway Bravo eastbound approaching Taxiway T1 intersection. There has never been a sign along FLL's Taxiway Bravo eastbound approaching intersection T1. It would be helpful if FLL installed a T1 sign along Taxiway Bravo eastbound; which properly marks the T1 intersection.




Synopsis: Air carrier Captain reported the T1 sign on FLL Taxiway B approaching Taxiway T1 east bound is missing.
Date: 201303
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Captain instructed crew to prepare cabin for a normal arrival; as we were about to experience a decompression. As oxygen masks were deployed; passengers were instructed to 'Don Oxygen Masks and Fasten Seat Belts.' I sat at my assigned 3L door; donned my oxygen mask; and assisted passengers sitting nearby. I instructed a woman to use an oxygen mask for her infant; and told children not to pull on the masks; etc. Once Captain advised us that it was safe to walk around; flight attendants walked through the cabin assisting passengers. A young woman was hyperventilating; other passengers were shaken; but overall there were no major incidents. The flight deck crew communicated very well with the crew and kept the passengers informed throughout. Passengers complimented the crew on their professionalism and calm as they deplaned. I did notice upon walking through the cabin that several passenger masks had not deployed. These passengers were not within view of the flight attendants; so they remained without oxygen. Also; we did not have a French translator on the flight; therefore communication with the French speaking passengers was compromised.




Synopsis: A330 Flight Attendant describes a loss of cabin pressure during during descent. The cockpit crew was apparently aware that the masks were about to drop and informed the cabin.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: 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: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Ceiling was clear. Visibility was at least 10 miles. No precipitation. Upon landing I did not complete my flare and the main gear touched ground before I intended them to. I bounced and started porpoising. The plane went into the grass on the right side of the runway. When the plane stopped I taxied back onto the runway and [then] onto taxiway to clear the active. Tower asked if I needed assistance and I declined. I asked to taxi to the hangars; which they allowed. Upon inspecting the plane I saw a dent in the right flap. I figured the flap hit a raised runway light either during a bounce or more likely just by it hitting the underside of the flap when I rolled forward on the gear.I was able to get the phone number of the Tower from a local FBO. I called and spoke with the Controller with whom I was speaking during approach and landing. She confirmed that a runway light was hit but that it was somehow handled by maintenance. She reported no debris on the runway. I provided her with my name and phone number; so they could contact me further.Primary factor: Not responding correctly with control inputs to first bounce and onset of porpoising. I intend to spend time with a CFI to review this topic. Possible factor: Winds were reported by the Tower as coming from 220 at 10 knots gusting to 18 knots. I did include a gust factor in my landing airspeed. I did not perceive any gusting during final. Possible factor: The setting sun was low on the horizon. During final I adjusted the visor to just block the sun without blocking my view of the runway. It might have been the case that upon starting the flare; as the front of the plane angled up; the sun was no longer blocked by the visor.




Synopsis: PA32 pilot reported some wing damage resulted when he lost directional control on landing roll and struck a landing light.
Date: 201809
Local time of day: 1201-1800
Location: JAC.Airport, WY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D JAC
ATC / advisory: Tower JAC
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Ambiguous

Narrative: Proceeding visually east of Moose Center at JAC Rwy 19. Daylight visual conditions; received GPWS caution/warning from Blacktail Butte. Was starting turn to right at the time to intercept final. Alert went away once turn was commenced. I never felt uncomfortable with the terrain separation; and was surprised that it was triggered.




Synopsis: Air carrier pilot reported receiving a short GPWS aural alert during the turn to final approach course to Runway 19 at Jackson Hole Airport.
Date: 201908
Local time of day: 0001-0600
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Climb
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X departed IFR to the northeast. The aircraft checked on turning to a 090 heading and climbing to 3000 feet. I instructed the aircraft to join V334 and climb to 5000 feet. A few minutes later I realized I had pointed the aircraft out to SJC who was holding departures instead of handing Aircraft X off to the adjacent sector. I initiated the hand off and called the sector. They had me descend Aircraft X to 4000 feet and turn left heading 330. As the controller was saying this I observed two B737's westbound descending out of 6000 feet. I instructed Aircraft X to descend to 4000 feet and turn left to 330. I also called traffic on the first B737 which the pilot reported in sight. I instructed Aircraft X to maintain visual separation. I then observed Aircraft X at 3700 feet at which time I reiterated 4000 feet which the pilot read back. It appeared to me Aircraft X was correcting and was not in any danger with the terrain. I called traffic on a VFR aircraft at 3500 feet and shipped the aircraft. It did not occur to me to issue a low altitude alert.




Synopsis: A TRACON Controller reported they handed off an aircraft late and had to descend the traffic for converging traffic. The aircraft descended below the assigned altitude below the Minimum Vectoring Altitude into conflict with a target.
Date: 201707
Local time of day: 0601-1200
Location: MCI.Airport, MO
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We taxied out to the runway for takeoff and there were thunderstorms that had already moved through the area and another area was north of the airport. We taxied out to the runway and told the tower we were going to need time on the runway to look at the weather. When we lined up on the runway; the radar indicated a cell approximately 15 miles or so from the departure end. We told the tower we would need a right turn immediately after departure and they approved that. The First Officer was flying and I told him to be sure and follow the flight guidance after departure so that we would make the turn in time to avoid the weather. I also had the first officer select a non-flex takeoff due to the weather conditions that could occur just prior to entering the runway to look at the weather.The takeoff was normal and a turn was started at 400 feet when HDG was selected. As we were making the turn; the weather became moderately turbulent and we were turning inside the cell. At 1000 feet the first officer called for VNAV and I selected it. We continued to get bounced around and the aircraft was not accelerating. I stated several times to the first officer lower the nose to gain airspeed but he was somewhat hesitant to do it enough and deviate from the flight director. Also at the same time I checked to ensure the gear was up and it was. At some point following in the turbulence the stick shaker activated momentarily and I took control of the airplane and lowered the nose. At this point I continued to keep a level attitude and recover and accelerate the airplane and retract the flaps on proper airspeed. While doing this I noticed that the mode control panel had the speed control knob set to manual speeds and not FMS speeds. I commanded the switch to be set to FMS and then continued the climb up to our assigned attitude. At this point controls were transferred back to the First Officer and the flight continued.


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


Synopsis: EMB-175 flight crew reported having trouble managing airspeed after takeoff in turbulent conditions.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During IFR flight I experienced a loss of power in my C-180. I declared an emergency was declared and landed safely at the airport.




Synopsis: A C-180 pilot made a safe emergency landing at a nearby airport following an engine failure.
Date: 201404
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Just like my report from yesterday. Aircraft X assigned routing SFO.OFFSHORE7.SXC... After MCKEY the aircraft starts heading off course. At MQO; which is five miles east of the assigned route; my trainee cleared the aircraft direct DAISY. I asked the aircraft what they showed as their next point of navigation and the pilot exclaimed that they were direct DAISY. I did not argue with the pilot; but they had to make a good right turn to head to DAISY. They were five miles east of course and heading further east. Yesterday's aircraft was a different carrier and this one was Aircraft X; but they were both off of SFO. I would start by checking the DATA LINK clearances and make sure that the Flight Management System is receiving the OFFSHORE7 SXC transition clearance. Until someone is able to fix this we are just briefing each other to anticipate the deviation.




Synopsis: ZLA enroute Controller reports problem that happened the day before happened this day that deals with incorrect routing being given to aircraft causing confusion and corrections having to be made by the Controller.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; Company Policy; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Enroute; sent several ACARS messages to Dispatch; [planned destination] weather bad; [planned] alternate also bad; ZZZ weather good. No response except; while descending on [our destinations] arrival; 'stick with [the planned alternate];' if you go into holding; try to get a hold of me. My response was 'no.' On downwind; thunderstorm on short final approach; with only ten minutes of hold fuel; diverted to ZZZ. I also had attempted several phone calls to Dispatch on internet cockpit phone; but it did not work. We asked ATC Center to call Dispatch; they took the phone number; but wasn't sure if they had time to call. After a few minutes; still no response from Dispatch; so [we] declared emergency; per company policy of ZZZ not being filed alternate [and] not approved by Dispatch. Landed ZZZ; got fuel; continued to [our original destination]. We need a better means to contact Dispatch. [We] sent numerous ACARS messages; no response until arrival at [our destination]. Internet phone is unreliable. Of the five or six times I have tried to use it; it has only worked once.




Synopsis: Air carrier Captain reports inability to contact his Dispatcher directly to advise of a weather diversion to an airport other than the filed alternate.
Date: 201208
Local time of day: 1201-1800
Location: HTO.Airport, NY
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D HTO
ATC / advisory: TRACON N90
Second aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Reporter organization: Government
Reporter function: Approach; Departure
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: HTO Tower is a temporary Tower that recently opened and since its rushed opening there has been a myriad of land line communication problems between the Tower and TRACON. We are currently communicating with the Tower via telephone line at the FLM desk to the single controller operated Tower. My loss of separation occurred when a UH60 was on the VOR A Approach to HTO and after being cleared for the approach and switched to the Tower he reversed his course and started heading outbound on the VOR. When I noticed the course reversal I turned a Citation V to a parallel course to avoid a loss of separation and advised the FLM to call HTO Tower and tell them to cancel the UH60's approach clearance and give him back to me. I then cleared the Citation V for the visual approach to Runway 28 and switched him to HTO Tower frequency. A few minutes later HTO Tower call the FLM and advised him they were on Runway 10 and he relayed that information to me; and at the same time I told the supervisor to tell the Tower to have the Citation V to go over the top of the airport and enter a left downwind to avoid the UH60 but the FLM advised that the Tower had hung up the phone. I then witnessed the Citation V enter a right downwind for Runway 10 and come in close proximity to the UH60. The HTO Tower should not be operational until they develop a suitable means of two way communication with the TRACON. When the communication system fails the airspace should be reverted back to Class G airspace as it is when the Tower is not open. A cell phone could be used in case of emergency however the controllers in the Tower were using as there main source of communication.




Synopsis: An N90 Controller described a conflict involving traffic at HTO. The reporter claims that flawed land line communications equipment between the two facilities was the primary causal factor.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The First Officer was flying a visual approach to ZZZ Runway XXR with right traffic from ZZZZZ3 arrival. Radar vector to final; cleared to 3;000 feet from 4;000 feet and cleared the visual. First Officer was in vertical speed and I set 3;000 feet in the MCP window. He armed approach mode and captured the localizer. The aircraft leveled at 3;000 feet and did not capture the glide slope as we were too high. Gear was down; flaps 20 and speed was 163. First Officer disconnected the autopilot and dove down to capture the glide slope. I suggested speed brakes; which he used to get down. This rapid descent caused the Tower to issue an altitude warning. I then became very busy stowing speed brakes; landing flaps; checklists; and verifying stable approach parameters. We never did the 1;000 feet call for set M/A altitude and cleared to land check (which we were). The event; although satisfying the stable approach parameters; was highly irregular and borderline go-around scenario. The debrief included mostly what went wrong and why. We discussed and I noted the main errors. The First Officer said not flying for 7 months was the issue.




Synopsis: Air carrier Captain reported an unstabilized approach. The First Officer's lack of recent flying was cited as a contributing factor.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Aircraft component: Wing Access Panel
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First Officer (FO) was pilot flying; Captain was pilot monitoring. During the FOs thru flight walk-around; he noticed a large access panel missing on the underside of the left wing; just inboard of the number one engine. The FO stated that he did not notice any panels missing in that area during the previous pre-flight just a few hours before. Suspect the panel departed the aircraft in flight somewhere between ZZZ and ZZZ1. There were no abnormal indications in the cockpit during the flight that would indicate at which point in the flight the panel departed the aircraft. Maintenance history indicated that maintenance had just completed work on a number 1 pneumatic sensor; and it appeared that the missing panel provided access to the pneumatic ducting in that area of the wing.


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


Synopsis: The A300 crew noticed a missing panel during an intermediate walk-around.