elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Fractional
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Enroute from ZZZ to LAX at 7;000 feet MSL; we were given a turn to 150 and holding instructions. I missed the altitude assignment and EFC time and asked ATC to repeat them. As he repeated the instructions; we got a TCAS TRAFFIC ALERT which blocked the Controller's transmission. The TCAS warning then escalated to a Resolution Advisory with a descend command. I called the Controller advising of our responding to a TCAS descent RA. He replied to climb to 7;000 feet for terrain. We could easily see all the terrain in our area and were above all the terrain within 5 miles of our position according to the EGPWS terrain display on my MFD. Once the clear of conflict aural was received; the Captain immediately returned to 7;000 feet.




Synopsis: Flight crew complying with TCAS RA 'Descend' command received an instruction from ATC to climb due to terrain. Crew; observing that terrain was not a factor; delayed climb until TCAS 'Clear of Conflict' was received.
Date: 202006
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Gate Agent / CSR
Result: General None Reported / Taken
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Airport

Narrative: Airport authority turned off the lighting in the area for cost cutting measure due to COVID-19 but with our operation needing to use the oversized TC1 for oversized and odd size such as golf bag and such according to established baggage handling equipment and direction from same equipment vendor. Also the oversized baggage belt is used to transport baggage tubs and other inbound transit baggage back to counter to be reintroduce to other baggage belts for induction into the system for TSA inspections and then forwarded to the designated outbound flight pier. I have verbally reported the issue to our local safety committee chairman and he acknowledged that he informed others.




Synopsis: Customer service employee reported the Airport Authority had turned off the lights in the over-sized baggage for cost cutting purposes during the COVID-19 pandemic.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb simultaneously received flight spoilers; spoilerons; ground spoilers deployed caution messages. Followed QRH procedures and landed at longest available runway in [destination.] With caution messages performed Flaps 20 landing.




Synopsis: CRJ-200 Captain reported receiving caution messages on flight spoilers; ground spoilers; and spoilerons deployed. They performed a Flaps 20 landing on the longest runway at their destination.
Date: 201808
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Aircraft component: Interphone System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to pushback; and pushback began normally. When we were cleared to start engines by the pushback crew; the sound of the #2 engine became loud on our flight interphone. I was unable to communicate with the pushback crew due to the noise during the rest of the pushback. I could barely hear them; and they could not hear me at all despite my several attempts to call them during the pushback. The pushback crew used hand signals to disconnect; and I could not tell them to stay due to the noise. We then attempted to contact station operations to have the crew come back to investigate the noise; since I suspected at the time that they had somehow left the plug to their headset in the headphone jack on the outside of the aircraft. After several attempted radio calls to station operations; we then attempted contact through [Ramp] Control and Company Dispatch to call the station operations to get their attention. In the meantime [another aircraft] taxied by us and notified [Ramp] Control that there was a complete headset hanging off of the outside of our airplane. We were finally able to get a hold of station operations by very weak radio communications. The pushback/ramp personnel then returned to remove the headset from the aircraft and confirm no open panels.




Synopsis: B737 Captain reported communication difficulties during pushback; due to the improper use of a headset by the ground crew.
Date: 201309
Local time of day: 1801-2400
Location: T75.TRACON, MO
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E T75
ATC / advisory: TRACON T75
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: This is the third time in several months I have flown a -300 late at night to STL; following the KAYLA RNAV Arrival.  Each time; the aircraft was correctly following the VNAV PATH and then abruptly disconnected and reverted to VNAV SPD.  I think this is due to a faulty design of the arrival.  Here's why:  The arrival has KAYLA point at 11;000 feet MSL; followed 5.0 miles later by GIBEE at 280/11;000 feet-15;000 feet MSL; followed 12.6 miles later by OZZEE at 11;000 feet-10;000 feet MSL; followed 9.2 miles later by SNYDER at 9;000 feet-8000 feet MSL. As near as I can reconstruct; we passed KAYLA at about 17;000 feet MSL; GIBEE at about 15;000 feet MSL or slightly lower; at which point VNAV PATH reverted to VNAV SPD and showed us several thousand feet high on path.  Since I had experienced this before; I had alerted the other pilot to watch for this to happen; so as soon as it did; we reverted to a lower level of automation and reset the altitude window to 10;000 feet; pulled out the speedbrake; and used Vertical Speed to begin to correct the path to make the crossing altitude for the next point OZZEE.  We barely made the crossing restrictions for the next three points; using everything we had available to increase descent rates and try to keep airspeeds at those specified for the arrival.  If I remember correctly; on at least two of the three arrivals where this happened; there was a thirty-plus knot tailwind from the west.  Even with the winds programmed on the Descent page; the VNAV system could not maintain the correct PATH.  My recommendation is simple:  Make KAYLA a hard altitude of either 11;000 MSL or 12;000 MSL; to force the VNAV system to bring the aircraft lower before passing GIBEE and disconnecting.  GIBEE should also be a hard altitude of 10;000 MSL or 11;000 MSL to ensure the next mandatory altitude window of 8000 MSL at OZZEE is attainable.




Synopsis: B737-300 Captain reports difficulties flying the KAYLA1 RNAV to STL on several occasions. On each occasion with 30 knot tailwinds; the FMC reverts to VNAV speed crossing GIBEE and requires speed brakes to make the next three restrictions.
Date: 201709
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I was doing a practice approach to runway 1 via the GPS 1 approach. Decided to circle to [another runway] for the winds. Once at circling minimums; I circled to [the other runway] at minimums.  I was looking outside to line up properly with runway centerline and when I when I looked inside I noticed I was between 40-50 degrees of left bank accidentally due to winds shifting. Once I noticed this I rolled out of the turn. I was just over the numbers for the runway knowing I was not stable I decided to go around.




Synopsis: C172 pilot reported an unusual attitude and unstabilized practice approach while circling to another runway.
Date: 201405
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SFO
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Distraction; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: SFO was operating 01L/01R for takeoffs. Aircraft X used 01L. About halfway down the runway; Taxiway F crosses 01L and 01R. Ground control crossed Aircraft Y over 01L and held it short of 01R on Taxiway F so that its jet blast was directed across 01L. We were cleared for takeoff.  Normal acceleration and ground roll. At V1; jet blast from Aircraft Y hit Aircraft X causing a noticeable side jolt. We maintained aircraft control; rotated and continued a normal climbout.   Familiarize the SFO Ground and Tower controllers about the hazards of jet wake. Don't position aircraft-- especially heavy aircraft; between 01L/01R with their engine exhaust blowing across either runway. If an aircraft should be there; limit its thrust to idle and don't clear it to taxi until aircraft taking off behind it are clear of the jet blast.


Second narrative: The Tower cleared Aircraft Y across 01L on Taxiway F; to hold short of Runway 01R at SFO. We were then given takeoff clearance on Runway 01L. As we approached the intersection with taxiway F; we were within 5 knots of V1. As we passed by Aircraft Y; we experienced a very brief and very abrupt yaw to the right. After ensuring that aircraft control was maintained; we quickly realized the cause of the yaw and we continued the departure. We then became very busy with a changing departure procedure. During the very short flight; I checked with the FAs who reported no injuries.Do not hold large aircraft between the runways when the runway behind the large aircraft is being used for departures.


Synopsis: Pilot reports of jet blast coming from a heavy aircraft holding between runways that affects departing aircraft.
Date: 201704
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Workload; Confusion; Distraction
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: In a simulated engine failure; I was descending and circling over my point of intended landing when what appeared to be a white bird was in sight. Once I got closer it was clear that it was a drone flying well above the altitude requirements for Part 107 and far too close to our aircraft. The other pilot noticed the drone and pointed it out to me when we took evasive action and made a climbing left turn westbound to avoid any other conflict. We made a report with Approach.




Synopsis: C172 pilot reported a UAS near miss at 3;200 ft southeast of PHX.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance; Ground Incursion Runway
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting my first training flight after completing training as of Date. The plan was to fly to the southeast/southwest training area of ZZZ1 bravo airspace and show effects of controls. The flight went extraordinarily well and got through the lesson. I received information D winds were 180 @ 8 altimeter was 30.08'' hg. Originally I was flying from the west and advised to set up for Left downwind for XXL. Once coming into 3-4 nm; I was then advised by tower to switch to right pattern for XXR. I set up and we looked and felt good; I was flying my usually pattern I would do in a rental I do out of ZZZ. I set up for my standard 45 degree angle; and believed I was setting up for XXR; but all I could see was XX over my shoulder. I then continued to reduce power and begin my descent. I started my turn and per training they require a 20 [degree] angle of bank and no more. I did go thirty to make sure I would not overshoot. Unfortunately to my knowledge I checked runway XX but not left or right. Upon touch down I was advised to pull off on taxiway A; which is when I noticed the runway XXR and was even advise to hold short of XXR. I then took blame and was expecting a phone number. When I landed; I shook it off and knew I had to continue my teaching with my students and advised them of my mistake.




Synopsis: GA flight instructor reported inadvertently landing on the wrong runway during a training flight.
Date: 201709
Local time of day: 1801-2400
Location: STL.Airport, MO
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B STL
ATC / advisory: Tower STL
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Upon reaching 200 we encountered wake turbulence from the preceding B737 that started to roll the aircraft. The FO quickly called for a go-around because the approach became unstable. Airframe buffeting and aircraft roll was detected. ATC spacing was too close for the wake to dissipate.




Synopsis: EMB-145 Captain reported executing a go-around at 200 AGL after encountering wake turbulence in trail of a B737 landing at STL.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: ATR 42
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: APU
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Procedure

Narrative: On the above time and date after engine start I requested the GPU be removed. Soon after; the ground personnel sent me a note stating it wasn't disconnecting. I left the cockpit and handed the controls to the First Officer to see what was wrong. After talking to them and finding a large exposed copper in the GPU line I had thought it could have shorted the GPU and soldered itself in place. I called for me through Operations and also called Maintenance Control to let them know about the situation. I spoke to Name and have never had such a belittling conversation with another adult. Extremely unprofessional and very concerning that he is who pilots turn to when they need guidance on a maintenance event. Once I told him I was writing up the aircraft he hung up the phone.  While swapping aircraft I received a call from my First Officer. He said that Maintenance was telling me I needed to clear my discrepancy in the log book with EIE (entered in error). When I made it to the plane Maintenance was waiting for me and told me to EIE my write up. I refused and told him the aircraft was not airworthy due to the GPU still being connected. He asked a few more time and I refused every time. The GPU was later removed with an MEL.  This is the second incident in two weeks where I have had Maintenance asked me to do procedures and/or operate outside of our safety culture. However in both incidents I did call our Chief Pilot and he backed me fully with my stance.  I'll be filing another report tomorrow over a fueling incident where they wanted me the pilot to do a maintenance procedure on the aircraft in which I refused also.




Synopsis: ATR-42 Captain reported maintenance instructed crew to do unsafe procedures and failed to help disconnect GPU.
Date: 201603
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Data Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Situational Awareness; Confusion; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the departure; climbing through approximately 3000 feet; both FMC's flashed momentarily with resulting failure of both flight directors; route and performance data. Route 2 (blue line was displayed) was activated. Crew was distracted with these events and subsequently ended up being slightly left of course. Departure control questioned our course. We let him know we had an aircraft navigation problem and asked for vectors. Departure provided an initial heading and subsequent direct routing. Aircraft was loaded with new FMC software.While I believe that the entire crew did a great job of handling the situation (fairly complex considering RNAV departure; international ops; etc); we certainly could have done a better job of transitioning back to a lower level of automation as well as delegating who's talking; flying; and working the issue.


Second narrative: Climbing out on RNAV departure at approximately 3000 feet both FMC's blank/flash momentarily and simultaneously both Flight Directors fail; dumping all Route and performance data. (Lose LNAV/VNAV; RNAV departure etc). ATC asks if we are flying the RNAV departure and we inform them we are unable and require vectors. Captain flying; First Officer (FO) reloads the FMC with Route 2; regain FD's and NAV capability. LNAV/VNAV to an intersection and continue flight. (FO's Navigational Display had no Magenta line for about an hour longer; had to reload Perf data etc; lots of 'clean up the box' after the data dump.)This aircraft has the new software. On a separate occasion earlier in the month; during taxi out; we had a similar occurrence where the FMC's dumped the route and performance data. I believe it was a different aircraft also with the new software.


Synopsis: The B787 crew experienced an FMC malfunction which dumped the route and performance data while climbing out of 3;000 feet. They were able to activate Route 2 and proceed after getting vectors from ATC.