elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 1201-1800
Location: SAN.Airport, CA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SAN
ATC / advisory: Tower SAN
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On approach to Runway 27 in SAN; just prior to the parking garage; there is a roof top with a solar panel array. This solar panel array reflected the sun like a mirror which created a blinding bright glare. The glare had the illusion of originating at the threshold of the runway which created a lot of confusion and distraction and was a factor from the FAF inbound until we finally passed over it on very short final. This bright light was worse than being 'lasered.' The solar panel array needs to be removed; or at the very least covered during times of the year in which the location of the sun in the sky will be reflected towards the final approach course. Or angle the panels in a way that it will never reflect the sun towards the FAF.




Synopsis: Air carrier Captain reported a roof top solar array presented a blinding glare on approach to SAN Runway 27.
Date: 202003
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: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Warning strap on R1 door still armed after L1 door opened. Girtbar was disarmed on R1.We had a medical emergency during the flight; medics were meeting the plane. I will say there is an overwhelming sense of anxiety felt by all the flight crew due to the coronavirus and the danger of our jobs and being exposed. Along with as a reserve working a lot due to the absences of flight attendants so definitely a little fatigued. After disarming L1 and moving to look at the R1 door was disarmed I could see clearly that the R1 girtbar was disarmed thought I saw the warning strap up but thinking now my D Flight Attendant was tossing her gloves she used to disarm the girtbar and it must of blocked my view enough not to notice the other side of the warning strap.Once it was noticed the D Flight Attendant moved the warning strap to the disarmed position.Everyone is using gloves to disarm doors for fear of getting infected with the coronavirus so we need to keep gloves on and the D Flight Attendant should move clearly out of the way so the A Flight Attendant can see. Then toss gloves after.




Synopsis: Flight Attendant reported not following procedures during the disarming of doors after the arrival and stated distraction and anxiety about COVID-19 contributed to the event.
Date: 201603
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Aircraft component: GPWS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Weather; Procedure
Primary problem: Weather

Narrative: Upon takeoff from DCA RWY 1 we received a wind shear warning between 400 and 600 feet. As the flying pilot I followed flight director commands until such time as the warning desisted and I felt we were no longer in any danger of losing airspeed. At that time I initiated a visual return to a flight path over the river and rejoined the departure between ADAXE and BEBLE. We then notified ATC we had responded to a [Windshear] warning.  ATC later requested we contact Potomac TRACON which we did on arrival. The Controller at the TRACON informed me I had penetrated P56. I felt it was safer to maintain a direct flight path as opposed to making the turns until I was certain we were clear of any further wind shear issues.While I have no desire to violate a prohibited area I feel the decision to continue wings level in this case was an appropriate action. Perhaps a more aggressive return to our charted flight path would have prevented the entry to P56 but my primary concern was ensuring no further wind shear would [affect] the aircraft; or the safety of our passengers.




Synopsis: After departing DCA Runway 1; a CRJ-200 pilot reported encountering a windshear warning and remained wings level while following the flight director commands. The crew was notified P56 was violated but felt safety required caution at their low altitude.
Date: 201812
Local time of day: 1801-2400
Location: S56.TRACON, UT
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Climb
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Handoff / Assist
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
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: I had just gotten back into the room from a break and told to get BEAR/HART. I walk over and it is evident there are a lot of airplanes in the sector. Most are VFR on HART; but there were several aircraft IFR to SLC South flow and we were just turning to go North flow. I sat down and immediately plugged into the handoff side and signed into the keyboard to help. There were several aircraft requesting release off HIF and OGD; lots of VFRs; etc. I started doing coordination for the IFR departures without a briefing or anything trying to help the saturation. By the time the Controller noticed Aircraft X; (they were issuing traffic alerts to two VFR aircraft at the time) it appears that Aircraft X leveled at FL104 in the FL110 MVA. They immediately climbed the aircraft back up; but did not use Low Altitude Alert phraseology.We are having a problem currently; especially with certain Supervisors; on sector awareness and noticing saturation. There have been numerous times I've heard people talking about positions not being split; etc. I'm not sure if the Controller asked for it or not in this situation; and honestly it wouldn't have helped (listening to the replay Aircraft X read back FL110); but we need more awareness from our Supervisors/CIC's to notice when VFR sectors are getting busy and split them off so there is more awareness all around on the sectors. When I walked into the room and to the desk for assignment; the Supervisor was standing around not paying close attention to a particular sector and obviously didn't notice how busy BEAR/HART was because when I got over there the Controller was in no spot to give up the position; they needed help.




Synopsis: Salt Lake TRACON Controller reported traffic volume problems that led to an oversight of an aircraft leveling off below a Minimum Vectoring Altitude.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal taxi out and line up on runway. Normal takeoff roll up to 100 KTS call. At same time or just after 100 KTS call; EICAS ED1 displayed 'IB SPOILERS' and 'IB FLT SPOILERS' caution messages accompanied by 'Caution chime'. Captain called 'abort' and I notified ATC of abort. We turned off at Taxiway C. Held position while Captain notified passengers and flight attendants of situation and to remain seated. Coordinated return to gate with ground control and company.Maintenance personnel ran tests and determined the PCU was bad and needed to be replaced.


Second narrative: During the takeoff roll just at 100 KTS call; 'IB SPOILERS' and 'IB SPOILERONS' message appeared. Message was evaluated and because of an unusual control feel (right wing spoiler was in the uncommanded full up position) an abort was accomplished. ATC; Flight Attendant; and passengers were advised and we returned to the gate. After seven hours; flight was canceled (passengers had been rerouted shortly after return to gate). Maintenance was able to duplicate the problem and I made 2 write ups; one for the messages and another for the high speed abort inspection. Maintenance determined a PCU problem and replaced the PCU for the fix.

Second callback: The reporter believes that only one spoiler panel was extended and that the aircraft would have been flyable had the takeoff been continued. Apparently the spoiler CAS message appeared at about the time the spoiler became jammed in the deployed position.

Synopsis: CRJ900 flight crew received an EICAS caution message for 'IB SPOILERS' and 'IB FLT SPOILERS' at 100 KTS during takeoff and rejects. The roll control PCU was found to be jammed with the right wing inboard spoiler in the uncommanded full up position.
Date: 201910
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other N/A
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I see that the SkyPath Turbulence Application is now an 'official App' and is required to be used on all flights ('SkyPath shall be used as an additional data source'). I have used this app for quite some time now and find it of little use. In fact the only thing I find it does well is to rapidly drain the iPad's battery. Many of our [aircraft] still do not have a power panel on the Captain's side of the aircraft and when required to fly multiple legs in a single day our iPad batteries deplete quickly. The only way the company has provided to deal with this is to run a 10 ft. power cord across the aft floor of the flight deck to the power panel on the right side of the aircraft. This is not an acceptable means of powering the iPad as the long cord on the floor creates its own hazard with pilot seats and access to the flight deck door. Until all aircraft are retrofitted with power ports on the Captain's side panel I would recommend that this power-sucking worthless app be 'optional' rather than mandatory. This is one pilot's opinion who has a great deal of experience using this app.




Synopsis: Captain reported that use of a company-required app on iPad depletes the battery rapidly.
Date: 201701
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Night
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: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I took this flight over when I accepted the desk. I remember asking the [supervisors] right away if they planned on operating flights to SJO at night with a SIGMET for VASH so close to field. The plan was to operate because WSI SIGMET showed the VASH just east/south east. I talked to the captain on the phone before departure and we had a good long briefing discussing the VASH. We agreed to add a second alternate mainly MPTO because we felt if there were any reports of VASH at all even if SIGMET was still not on field we wanted options for airport to go and options with fuel. While flight was en route I was watching for any changes to the SIGMET. WSI SIGMET was off the field however I made calls to the station as well as local ATC on numerous occasions to get updates. I asked about flights inbound and departures for any PIREPS to find out if anyone had encountered ASH. We also had a few other desks at this time with flights in and out of SJO. Each time one left or landed SJO I was asking for PIREPS and no ASH was reported. Before this flight started its approach I made another call to SJO local ATC to check on SJO conditions and for any reports of ASH. The controller said airport was clear and no reports of ASH. I made it a point to specifically ask for these things. After calls to local ATC and also no ASH reported by our own flight that had landed a few hours prior to mine; I was confident my flight would not encounter ASH. We even made sure to do the approach from the west since the ASH SIGMET was east of field.I relayed all the information I had to the captain via ACARS before he started his approach. Had there been any report of ASH I would have recommended divert. As it turned out; even though all of our other flights did not encounter ASH; it was night time so apparently there was a cloud of ASH that went well away from the SIGMET and was over a fix at the time my flight flew through North West of the field. The Captain called after he landed he may have encountered ASH but the way I understood it he wasn't sure. So I reported that to Maintenance. I am not sure if the phone records are still available but if they are; I think I made at least 5 or more calls to station and ATC to get updates on field conditions. I made so many calls that others with SJO flights were asking me for updates. Based on the information I had at the time I was confident my flight was safe to continue.




Synopsis: Dispatcher reported a possible aircraft volcanic ash encounter during night cruise.
Date: 201201
Local time of day: 0601-1200
Location: MIA.Airport, FL
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Fatigue; Distraction; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: After landing on Runway 9 in MIA; we exited onto Taxiway T5. We were directed by Tower to turn left onto Taxiway T. For some reason the entire crew; while looking ahead of the airplane; saw taxiway signage indicating that Taxiway T was ahead of us and misinterpreted ATC's instructions to turn left. Instead I taxied ahead toward the short section of Taxiway T that lay on the other side of Runway 12; which was active. Assuming we had clearance to cross Runway 12 I scanned to the left and saw a regional jet on final. It seemed like it was too close and so I advanced power so as to cross the runway as rapidly as possible. Just as we began to clear the runway Tower sent the other aircraft around and then asked us why we had not turned left as instructed.I think it was just a lack of attention to detail; perhaps made worse by fatigue brought on by the odd operating hours of our duty period. Also; I had just taken control of the jet from the co-pilot who had done the landing and my total attention was not on ATC when the clearance was transmitted.


Second narrative: A last minute change from ATC opened up Runway 9 and cleared us for the visual to that runway. We didn't have much time to brief our new taxi route and then had a miscommunication with ATC on what we were cleared to do. In addition; we were just getting back from an overnight flight and our body was on the back side of the clock. The fact of being tired could have contributed to our lack of attention to detail.


Synopsis: A late runway change; fatigue and an inability to fully brief their runway exit plan resulted in an Air Carrier flight crew crossing Runway 12 on T5 at MIA; vice holding short as cleared.
Date: 201901
Local time of day: 1201-1800
Location: VPS.TRACON, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E VPS
ATC / advisory: TRACON VPS
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Received a climbing TCAS RA on descent into VPS at 6;000 feet.No TA warning; just out of nowhere we received a RA to Climb with an (red) alert -500 off our right wing. Complied with RA; notifying ATC. FO (First Officer) claims to have seen a military drone; as we were just outside military airspace. I did not see the aircraft at all. ATC reissued a new clearance with us; and seemed to be unconcerned by our climbing RA alert.Close call with TCAS alert.




Synopsis: Air Carrier Captain reported receiving a TCAS RA which may have been caused by a military drone.
Date: 201503
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: 1/2
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center 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)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passing approximately FL240 we got an ENG #2 Hi alert followed by an ENG 2 Exceedance. I had the PM confirm the throttle and I pulled the #2 Engine to idle. I saw 997 degrees on the limit. I directed the FO to reference the QRH. We were able to get the temperature below the limit. As the descent continued; I was leveling off at 14;000 with the throttle at idle and we saw the temperature increasing again. Per the QRH recommendation we confirmed the engine fuel lever and shut it down and ran the Engine shut down checklist. We informed ATC that we had to shut down an engine. All info was passed to ATC. As a crew we decided to fly a Cat II Autoland. Wx was VV200 RVR varied from 5000 to better than 6000; wind 100/4. During the approach and landing we continued to monitor the temperature and although it increased a few times it did not exceed the limit again. [Operations Control] was notified and the appropriate write up was entered in the Logbook.


Second narrative: After the engine was shutdown; the #2 exhaust gas temperature (EGT) was erratic and cycling up and down. We discussed that if it exceeded the EGT limit again we would blow a bottle. It did not exceed the EGT limit any further. The first Exceedance was 997 for approximately 20 seconds.


Synopsis: Widebody Transport flight crew reported Number 2 Engine displayed high exhaust gas temperature even after thrust reduction; therefore; the engine was shut down; and executed an uneventful landing.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I was flying IMC conditions which became VFR on top. During flight; alternator gave problems and lost all power to panel. Communications lost with Center. Used a backup hand held radio that I keep in my flight bag to contact Center and inform them of the issue. I was flying VFR on top with clouds ~ 5000 ft. MSL. Unable to land over ZZZ due to instrument failure. Continued on flight plan to ZZZ1. Contacted approach on the hand held radio for further instructions. I was able to vector by using iPhone with foreflight to continue current course. Approach helped me tremendously by vectoring me to the airport and stepping me down through IMC conditions. At ~ 1300 feet AGL I had a visual on ZZZ1 and was able to land without incident. Wonderful work by ATC at ZZZ1 approach.




Synopsis: A Piper Saratoga pilot reported the loss of AC power while flying in instrument conditions. With the aid of a hand held radio pilot was able to contact ATC and receive vectors to a suitable VFR airport.