elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: This is more a safety concern report. The RAZZR arrival into SJC is one of the new RNAV arrivals. When landing runway 12L/R the profile has you descending over EDMND fix at or above 5;400 feet at 230 KIAS. The next fix is JESEN with an altitude of 4;000 feet according the STAR plate they are 4.3 NM apart. That would be a close but possible descent if planned properly. Except in between the two; 1 nm past EDMND the aircraft will pass under Class B airspace from SFO. It isn't possible to cross a fix at 230 KIAS; in one mile slow to 200 to comply with FAR speed limits and descend to meet the next altitude. I tried to comply with all and couldn't do it; even with full spoilers out. There is a NOTAM out regarding speed at ZORSA at 200 KIAS so this would appear to be a known problem. The TEKKY departure has a similar problem showing a max speed of 230 KIAS while under B airspace.




Synopsis: Arrival and departures at SJC operate under the SFO Class B and crews need to observe the 200 knot airspeed restriction.
Date: 201703
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were assigned the RNAV RNP 31L into PSP. It was nighttime and the Captain (Pilot Flying) had briefed the approach and said to tell Approach Control that we did not want the RNAV Visual. They left us high and we were having difficulty getting down and asked for vectoring turns. We originally wanted a right 360 but the Controller kept asking us if we could see the airport and whether we wanted 'just the good old fashioned visual'; in his words. Finally the Captain said he could see the field and we accepted the visual but used the RNAV as a course backup. As we were angling right toward final and descending; I called out terrain that I could see right in front of us but the Captain said he had a visual on it. Right after that we got a momentary GPWS warning 'Terrain; Terrain' and then 'Pull up' just as he was aligning with the final to 31L and intercepting the course for the RNAV (backup). He was hand flying at the time. No other warnings were heard and the Captain reiterated that he had the terrain in sight. He was configured and stable by 1000 ft AGL. We landed on 31L without further incident.Poor vectoring on Approach Control's part in their haste to give us clearance for a visual rather than the requested approach. Stick to the original plan and fly the approach as briefed. Insist on more appropriate descent profile from approach and also vectoring turns or a 360 to lose altitude.




Synopsis: B737 First Officer reported poor vectoring by ATC; and that the Captain continued a night visual approach into PSP after receiving a GPWS terrain warning; stating the terrain was in sight.
Date: 201906
Local time of day: 0601-1200
Location: JFK.Airport, NY
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: We were given what we [heard was] clearance direct to COPES Intersection. Pilot monitoring read back clearance 'direct COPES' and selected COPES Intersection on the right CDU. I confirmed and we proceeded to the intersection. Later departure gave us a heading of 320 degree and advised that we had been cleared direct to COATE Intersection. We then proceeded as directed.Suggestions: Having two intersections with similar sounding names is a problem.




Synopsis: Heavy Transport aircraft Captain reported a navigation error due to similar sounding waypoints COPES and COATE.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Passenger
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Passenger
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: The night before the flight; a friend called and asked if I wanted to go flying in his Super Cub the next day; the weather had recently cleared; and he was looking for some company to go for a ride. It had been over a year since I had flown in the airplane; I only have about ten hours in the type; and was not tailwheel current so I rode as a passenger in the back seat. Prior to the flight; the pilot and I discussed our roles and confirmed that he was pilot in command and I was present only as a passenger. After flying to an airport about forty miles away; with an 1800 ft paved strip about thirty feet wide; the pilot made a couple landings. I was enjoying the ride; I'm no expert on Super Cubs; but the pilot seemed to be doing a great short-field technique and handling the airplane well. The third landing started out no differently; the approach and three-point touchdown were well-executed from my vantage point. After touchdown the pilot appeared to have good directional control of the airplane. As the airplane slowed; however; I felt a subtle; then very noticeable vibration coming from the tail; followed by a sudden jerk to the left. As the airplane rolled off the runway into the grass; it decelerated quickly as the pilot applied the brakes; the tail lifted; and I could see a tetrahedron and runway sign directly ahead of us. The prop struck the sign and stopped the engine; and the tail came back down as the aircraft came to a stop. We both exited the airplane.  Although I was not in any manner acting as crew on this flight; as a CFI who had formerly given instruction to the pilot; I am concerned that I will be viewed as having failed at some implied responsibility with respect to this flight.




Synopsis: After landing and during taxi in a Piper PA18 the pilot lost control of the steering and ran off the runway.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Helicopter
Operator: Corporate
Operating under: Part 91
Mission: Photo Shoot / Video
Flight phase: Parked
Aircraft component: Instrument and Control Panels
Component problem: Improperly Operated; Design
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Inspection Authority; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Procedure

Narrative: A helicopter was brought into the shop for an avionics upgrade. It was found that personnel or others had modified the aircraft by installing replacement display monitors and video switching components that are not listed on the installed STC and are non-TSOed. The video switching unit was found tie-rapped to a video monitor mount with a power cable that does not meet aviation requirements. The LCD monitors had been replaced with different units with no data regarding structural mounting or any changes in electrical system load. The forward talent monitor position had a prior approved mount/monitor removed and a 'ram' style mount installed to support the monitor. This situation was reported to Management but ignored. Due to unscheduled maintenance requirements and poor planning; the helicopter was placed back in service. The external camera has an 'aux box' that contains various video support equipment. This aux box was found strapped to structure in the aft cargo area and does not conform to the original STC mounting configuration. Parts are on hand to correct this; but Management decided to continue ops with the current non-approved mounting method.  The helicopter does not conform to the approved installed STC equipment and previously approved (by XXX/field approval) replacement items. There is no record entry regarding installed monitors/video switching unit being properly documented and no record of the 'aux box' configuration being changed.  The aircraft continues to be operated as an electronic news gathering rotorcraft with unapproved equipment installed.

Callback: No additional information.



Synopsis: Technician reported that a helicopter had numerous pieces of equipment installed incorrectly and without documentation.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On descent we heard a load blaring noise that couldn't be identified or silenced that continued all the way into the gate until maintenance eventually identified the sound as the bathroom smoke detector alarm; no other associated sounds; smells or warning signs were observed by the flight crew relating to this sound.Through the descent; approach and landing we were experiencing a slowness to respond from the #2 engine relating to thrust lever position (both forward and back) and in comparison to the #1 engine; at times we had as much as a 3 inch split or more at the top of the thrust levers between engine #1 and engine #2 after we were be able to get the N1s equal and stable. While being vectored for the approach we began to configure for landing; first flaps 1; then flaps 5 followed by flaps 10. While we were configuring we were still having a problem with the #2 engines response and noticed I was having an increased problem in controlling the airplane. I noticed that we had a higher than usual pitch attitude for our speed and configuration as well as sluggish responses from the controls including rolling issues and I caught in my scan that we were showing an asymmetric flap problem with the left indicating flaps 5 and the right indicating flaps 10. We declared an emergency and asked for vectors to work on the problem. At one point during this event the autopilot had switched from command to Control Wheel Steering while in a vectored turn and the auto throttles had disengaged completely. We worked through the problem via the QRH and ultimately landed the aircraft on runway 27L with flaps 5 and without further incident. Multiple simultaneous aircraft equipment failures.One suggestion would be to include an actual bathroom smoke detector alarm sound in the training environment. This was the first time in my career hearing this sound and my crew and I were completely unfamiliar with this sound.




Synopsis: B737 pilot reported multiple seemingly unrelated aircraft equipment anomalies; complicated by a bathroom smoke detector blaring that continued to the gate.
Date: 202008
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Other unknown
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other final approach
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Vectored between ZZZZZ and ZZZZZ1 for an ILS into ZZZ with the weather just a lot of smoke. ATC pointed out VFR traffic to our 9 o'clock. We finally saw it over the lake the left of the LOC doing chandelles or lazy 8s and it showed that the traffic was within 200 ft. of our altitude. No RA nor TA ever occurred. ATC asked if we wanted to take a heading away from the traffic. Just before we saw it we clicked off the AP and turned right and slight up.




Synopsis: Air carrier Captain reported a NMAC on final with a small aircraft preforming maneuvers near the localizer.
Date: 201201
Local time of day: 1801-2400
Location: ZME.ARTCC, TN
Flight conditions: VMC
Light: Night
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: At FL330 approximately 90 minutes into flight with the autopilot on for less than 1 hour; I noticed a slight descent of approximately 100-150 FT. Almost simultaneously the autopilot trim light illuminated; I disconnected the autopilot. It disconnected with a noticeable bump which descended the aircraft another 50 or so feet; for a total of approximately 200-225 FT. I re-trimmed the aircraft; and returned the aircraft to FL330. I checked the autopilot trim to insure it was still operational. Approximately 3 minutes later we were given a vector; as I turned the aircraft with the autopilot; it began a descent of approximately 500 FPM. I again disconnected the autopilot; and switched to autopilot #2. We were not in icing conditions; nor were we at the maximum altitude for our gross weight. We checked the QRH. The aircraft seemed to operate normally with autopilot #2 until at lower altitudes when the autopilot trim light again illuminated while maneuvering. We landed uneventfully; called Maintenance Control and wrote up the discrepancy in the logbook. There were no ATC conflicts noted. Sometimes things happen. Better maintenance schedules unlike the new schedules which would detect problems before they occur. No fly until failure policy; preventive maintenance!


Second narrative: [Narrative #2 had no additional information.]


Synopsis: A MD83 AUTOPILOT TRIM (AP) put the aircraft in a slight descent several times during flight with AP1 selected. At lower altitudes with AP2 the AP TRIM likewise allowed a descent while turning.
Date: 201308
Local time of day: 0601-1200
Location: TPA.TRACON, FL
Flight conditions: Marginal
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Aircraft component: TCAS Software
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were in a climbing right turn off of Runway 18L cleared to 4;000 FT. About 3;800 FT we received an RA with no previous TA. The RA directed us orally and visually to 'descend' at 1;500 - 2;000 FPM and showed the target directly on our position at the same altitude. I immediately initiated a descent to comply while we both searched outside for traffic [with] no avail. As we descended; the target stayed in the same place at the same altitude. We advised ATC of the RA and they assured us no traffic was in the area. We stopped our descent at 3;000 FT and began our climb up to 4;000 FT. The RA continued for about 2 minutes showing the same position and altitude. It then went away and operated normally for the rest of the flight. I'm sure the transition from climb to 1500 FPM descent in short period was disconcerting for the passengers. We advised the flight attendants and passengers after the event to explain what happened and to ease fear. There were no reports of injuries or adverse reactions. When arriving at our destination; the TCAS was deferred.




Synopsis: An MD-83 on departure responded to an apparently false TCAS RA.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DJI Mavic 2 Zoom
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Observation / Surveillance (UAS)
Airspace: Class B ZZZ
Reporter function: Remote PIC (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS); Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post-Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to taking off I checked the UAS FM (facility maps) and observed that I could not exceed 50 feet AGL as I was in ZZZ Class B airspace. In an error; I did not file a flight plan and instead flew the drone; keeping it at an altitude of 50 feet AGL or below. After ending my flight I realized my error and immediately contacted my company UAS coordinator. In the future I shall always remember to file a flight plan and receive authorization before flying in controlled airspace.




Synopsis: UAS pilot reported inadvertently flying in Class B controlled airspace without authorization.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working all sectors combined. An aircraft departed the airport and soon after said he had a 'flap failure' and needed to return to the airport. ATC declared an emergency for the aircraft. While I was getting all the needed information from the emergency aircraft and talking with the CIC; a C402 was on a downwind vector for ILS Runway 5. Because I was focused on the emergency; the C402 got a late base turn which put him right on the boundary of N90's airspace. A better scan from myself and CIC would have prevented this.




Synopsis: TRACON Controller distracted by an emergency allowed an aircraft to stray onto the boundary of another facility's airspace without a point out.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: RV-8
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Ambiguous

Narrative: Crosswind landing on RWY XXR.  Winds called at 240/10. After a good wheel landing; when the tail wheel touched the runway; the airplane weather-vaned into the wind.  I was unable to prevent the airplane from angling to the right and the airplane departed the runway surface.  After traveling a hundred FT or so in the gravel; the airplane came to rest on asphalt where a taxiway exits RWY XXR.  While travelling through the gravel; the aircraft hit the taxiway identification sign.  The sign damaged the right wing and the right fuel tank.  I called Tower; shut down the engine and turned off the master switch; and egressed the airplane.  I was able to pull [it] about 50 FT off the Tower/Ground controlled taxiway to the fuel pumps.  An inspection of the tail wheel assembly and rudder control cables is forthcoming.




Synopsis: RV8 pilot reports losing control of his aircraft during landing in a crosswind and departing the runway causing some damage to the aircraft and an airport sign.