elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Student cleared to land RWY 22R. Student read back 'cleared to land 22R.' Student expected to land on the RWY 22L. Student landed 22L. Student was given phone number to call tower. This's student solo mission.




Synopsis: Student pilot reports being cleared to land Runway 22R after expecting to land Runway 22L. The clearance for 22R is read back but the student lands Runway 22L.
Date: 201605
Local time of day: 0601-1200
Aircraft: Challenger CL600
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The company continues to rob or 'harvest' parts from it's parked aircraft without following any of the guidelines set in the General Maintenance Manual (GMM). The Management expects the inspection department to simply 'approve for return to service' parts that have been incorrectly documented by a third party salvage operation.




Synopsis: The company is harvesting parts from parked aircraft without following the guidelines in the GMM (General Maintenance Manual).
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First flight for crew in this aircraft. Informed maintenance of R HYD SOV no responsiveness to closing commands. Maintenance deferred the Hydraulic SOV under MEL XY-XX. This MEL also requires that MEL XY-YY be complied with. The deferral procedure occurred fairly quickly; which surprised me because; in the past; I have received mechanic estimates for these procedures ranging anywhere from 30 minutes to 4 hours. Because of the quickness; I directly asked the mechanic to confirm that the right engine hydraulic pump had indeed been removed; that the cover plate had been installed; and that the hydraulic lines had been disconnected and capped. The mechanic answered affirmatively to all these queries.The next morning I asked about the status of the aircraft. I was informed that none of the deferral procedures had been done the night before. This meant that we had operated an aircraft in which an engine fire would have resulted in a catastrophic event. There would have been no way to shut off the flow of flammable hydraulic fuel to the engine area! This is the reason for the extensive procedures required by the MEL and maintenance manuals. Furthermore; in making the decision not to comply with the MEL; and in deliberately lying to me about the airworthiness of the aircraft; both the crew and passengers were placed in an extremely dangerous and life-threatening situation.I will physically inspect any maintenance work done on an aircraft for which I am the Captain and in which a failure of maintenance to perform as expected by the [government] could result in harm to my crew and passengers. In [all my] years at this airline I have always respected the integrity of our maintenance department - that trust is now gone.




Synopsis: A CRJ-700 Captain discovered that an MEL procedure had been ignored.
Date: 201506
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZNY
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While in cruise at [16;000]; approaching LRP on the V39 airway on a heading of 240 I realized the next point along my route was input incorrectly.  MULRR was the correct point and I mistakenly typed MULLR.  Upon realizing my mistake; I engaged the heading hold on the autopilot and quickly made the correction. I was unable to make the correction prior to arriving at LRP and I overflew the point and deviated from the V39 airway approximately 2 NM. I immediately turned back to the MULRR point and was given permission from New York Center to proceed direct to MULRR with no further incident.




Synopsis: PC-12 pilot reported a track deviation when he navigated toward MULLR instead of the proper waypoint MULRR.
Date: 201301
Local time of day: 0001-0600
Location: PBG.Airport, NY
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Ground Personnel
When detected: Pre-flight
Result: Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: At the gate in PBG I performed the exterior walk around.  This allowed me to observe the conditions of an icy ramp and the strong winds.  The only dry portion of the ramp was where the tug was located.  The winds were strong out of the west; strong enough to lean into and not fall over.  At this time the aircraft was facing north.  The weather conditions being reported by the AWOS in PBG were not accurate.  AWOS was calling wind 8 knots gusting to 21 knots.  The tug driver attempted to push the aircraft from the gate area two different times but did not succeed because there was too much ice on the ground to completely push the airplane back.  After the second attempt; the aircraft tail slowly started slide to the right with the tug still attached to the nose gear and the parking break on.  The plane didn't come to a stop until it was weathervaned into the  wind.  The aircraft turned about 70 degrees and slid about 40 feet.  In the midst of all this happening; I yelled for the ground crew to chalk the main gear quickly.  We then sat for 2.5 hours waiting on sand to arrive.  For future reference; the ramp needs to be sanded every time there are icy conditions to prevent what had happened to us happen to other crews.




Synopsis: Air Carrier Captain reports slippery ramp conditions at PBG making it impossible for the tug to gain enough traction to push the aircraft back; then resulting in the aircraft weather vanning 70 degrees into the wind.  Flight delayed waiting for sand.
Date: 201507
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C DAB
ATC / advisory: TRACON DAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training a CPC-IT [Certified Professional Controller-In Training] on the North position with all other low scopes combined. I had not worked with this CPC-IT prior to this day. [Aircraft X] was handed off to us by the high scope requesting to fly the 15 DME arc to runway 25R from JODAB. The high scope had sent him direct JODAB to join the arc and we descended [Aircraft X] to 3;000 feet.There were multiple practice approaches and flight following request[s] with numerous untagged targets in the airspace. One of these untagged targets was northbound at 2;500 for for several miles. This target started a slow climb to 3;000 feet and ended up near [Aircraft X] as [Aircraft X] joined the arc. The CPC-IT was calling traffic elsewhere and gave [Aircraft X] a traffic alert once the targets had passed. [Aircraft X] notified the facility of a NMAC several days later.  Being as this was my first time with this CPC-IT; I let them go farther than I should have since I was not familiar with their limits. I should have jumped in sooner instead of letting the CPC-IT try to get caught up. A South controller was requested around this time to take the South half of our airspace to free up the frequency congestion as well as lower the number of aircraft being worked. We were dealing with other traffic calls and vectoring aircraft to the finals and did not see the untagged aircraft start a climb into [Aircraft X 's] path.




Synopsis: DAB Instructing Controller reports of a NMAC that was reported to the facility a couple of days after it happened. Controller was training and was busy with traffic. Developmental did not call traffic until the two aircraft had passed.
Date: 202006
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Emergency Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Communication Breakdown
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During my preflight safety checks the survival kit lanyards were not visible or accessible. I notified the purser I spoke to maintenance personal who was on the aircraft and I asked him to show me where the lanyards were. He told me only the 757 has them and we do not have OW (Over Water) equipped Airbus aircraft! He came back a few minutes later and opened all of the doors to look for the lanyards. They were under the slide pack clearly not visible or accessible in a water emergency the survival kit would not attach to the slide. We closed the door and continued to ZZZ without the survival kit lanyards being visible and accessible.


Second narrative: [Survival kit lanyard] Not visible at any location. Mechanic tried to tell us this we don&apos;t have overwater A320. He checked and found the lanyards but they are still not accessible.


Synopsis: A320 Flight Attendants reported a communication breakdown between Flight Attendants and Mechanic regarding incorrectly installed survival kit lanyards.
Date: 201910
Local time of day: 0601-1200
Location: JFK.Airport, NY
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: During our flight to JFK; I was Pilot Flying. Cleared down to 2000 feet for the approach while being vectored. We had a few turns for basically a right downwind for the ILS 4R into JFK. Our final turn to join the approach was a heading that brought us just past the final approach fix instead of a heading that allowed us to join before the final approach fix. Again; day VMC prevailed so we were not concerned about obstacle clearance. Airport was in sight continuously. Once the LOC began to capture; I disconnected the autopilot and began a descent in an attempt to capture the glide slope which was below us now (we were just past the FAF). I attempted to maintain 1500 FPM or less but exceeded slightly; to about 1700 FPM; at a few times. Flaps and gear were extended. The approach check was skipped in the process of trying to get back on glide slope. A stable approach was achieved at about 1100. Due to the landing check being forgotten; the thrust reverser were not armed and were not used during landing. There was a comfortable amount of runway available. No further events. Due to the short approach situation; both pilots were focused on a stable approach and forgot the approach check. I would like JFK to get us out another mile so we can join the extended centerline before the FAF. It keeps our flow of tasks in check to do it the same way each time.




Synopsis: First Officer reported being vectored to final approach course intercept inside the final approach fix and neglecting to complete all checklists as a result.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing; Rain; 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: I deviated from assigned altitude due to icing. I was cleared for visual and discretion to 4;000 feet MSL. As I neared 5;500 feet MSL there was little icing and we were below freezing temperature at this time. By 5;000 feet MSL I was in severe icing and rapidly building thru 4;200 feet MSL and about right at freezing. Aircraft would not hold 4;000 feet MSL and engine was struggling with induction icing. Aircraft settled to 3;000 feet MSL where temps were about 3 degrees Celsius. Icing was coming off due to warm temps and had light mist. Was not exactly sure engine was going to keep running even at the limited amount that it was. As I was struggling with engine checklist for induction icing we settled to 2;500 feet MSL then back to 3;000 feet MSL when engine was clearing out and enough ice had shed. I tried twice to contact center but was not able to get response. I heard an aircraft call me and I relayed that I had severe icing and was unable to hold 4;000 feet MSL. It was relayed back that I was still cleared visual and switch to advisory frequency was approved. Upon landing I contacted center and visited with controller with pilot report about icing.




Synopsis: C182 pilot encountered aircraft and induction icing during descent and was unable to hold assigned altitude. Pilot descended below the freezing level and landed visually.
Date: 201901
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was the flying pilot and [the] First Officer was Pilot Monitoring; landing Runway 28L in SFO. Wind approximately 010/20 G30 kts. VFR conditions; cleared for a visual approach. At approximately 1000 FT on approach a 737 passed us on our right landing 28R. At approximately 30 - 50 FT above threshold the right wing started to come up. I responded with right aileron to counteract the roll. It took full right input to stop the rising right wing. The right wing finally started to lower and I neutralized the control and added back pressure as the aircraft was losing lift. The aircraft had a firm touchdown. I feel like the crosswind and the wake turbulence from the 737 contributed to the event. Although I was on or very close to approach speed; the aircraft was at too low an energy state to counteract the above forces. I felt minimal control authority the final 2-3 seconds of flight until touchdown.




Synopsis: A320 Captain reported a firm landing occurred following a wake turbulence encounter on short final at SFO with a B737 landing on the parallel runway.
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Snow; Icing; Turbulence; 2
Light: Night
Aircraft: Embraer Phenom 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: We were at 3;000 FT being vectored for the ILS Approach. We were speed restricted to 170 KTS for traffic in front of us; in IMC; and encountering mixed icing conditions. At this point we received two CAS messages: BLEED 1 FAIL and BLEED 2 FAIL. We reverted to the QRH for the appropriate checklist and commenced the required procedures. This message was followed by an: A-I WINGSTAB INHB. Moments later ATC issued our approach clearance and requested that we reduce to 150 KTS followed by a correction to slow to 'Final approach speed.' We replied we were unable and as a result ATC queried if we were declaring an emergency. I did reply that we were declaring an emergency at this point and we needed maximum forward speed to exit and avoid icing conditions as we were in icing conditions; and accumulating ice; with no anti-icing capabilities. We were then cleared for the ILS Approach and handed off to Tower; which cleared us to land and asked if we needed assistance; we respectfully declined the offer. Per the QRH we had to turn the affected bleeds off for one minute and then open them in an attempt to reset them. We broke out of the overcast layer at 1;100 FT with 5 seconds remaining on our time; and a successful reset was accomplished at the one-minute mark. With the anti-ice capability restored we successfully accomplished a normal landing. No passengers were injured or inconvenienced during the approach and landing.




Synopsis: EMB300 flight crew experiences airfoil anti-ice failure during approach in icing conditions. The QRH is consulted and the system is reset successfully just prior to landing.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I landed on Runway XX at ZZZ and everything went smoothly until I applied the brakes. When I applied the brakes at about 15 kts. and the left brake seemed to lock up on me which caused the aircraft to spin to the left. I used full right rudder to try and counter the spin but the aircraft had already started to spin to the left. I went just off the side of the runway. I notified ATC that I was okay and would try and move the aircraft back onto the runway after I checked to make sure everything looked okay. It looked alright so I taxied the aircraft back to the ramp to make sure everything was okay. The aircraft is being looked over now.




Synopsis: C152 pilot reported a brake malfunction on landing that resulted in a runway excursion.