elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1201-1800
Location: BJC.Airport, CO
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight phase: Landing
Airspace: Class D BJC
ATC / advisory: Tower BJC
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was doing full stop taxi backs for student practice. He departed Runway 30R and I instructed him to make right traffic. Then I observed the aircraft turning for left traffic; and pointed out another aircraft that was in left traffic. Then I cleared aircraft X to land on Runway 30R. I became busy dealing with other traffic and coordination; but checked on the progress of aircraft X and saw that he turned final for Runway 30R.I dealt with a few other traffic situations then looked for aircraft X where he should be; just landing on Runway 30R. Instead I observed the aircraft about to touch down on Runway 30L. The other aircraft in the pattern had departed and it didn't affect anyone else; so I decided the safest action was to allow aircraft X to land on the wrong runway.The pilot involved was obviously inexperienced and unfamiliar with the airport and control procedures. I thought that I was providing enough extra information and simple enough instructions so as not to confuse the pilot; but evidently he needed even more hand holding than I was providing.




Synopsis: Controller report aircraft turning wrong direction to enter the pattern. Controller lets aircraft continue and changes the aircraft runway. Controller gets busy and then notices aircraft landing on wrong runway.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After arrival to a very hot aircraft (because it had been closed with the ground heat on) I tried opening the galley door for airflow. It did not have a window flag; and the slide girt bars were stowed on the door. I turned the handle; did an initial push to open the door. I didn't push hard enough; so I let it come back a bit; and gave a harder push. I heard the telltale Velcro release sound; and let off the door pressure and allowed it to close. However; I pushed it far enough for the slide to deploy.When I realized what had happened; I noticed the slide bar had somehow slid to the right during the opening sequence; and in a sense 'armed' the door by catching the door frame. This allowed the slide to deploy. I told the Agent - he called Maintenance. I notified the Chief Pilots and Captain.Preventative Measures: 1. The slide bar needs to be locked into place in the latches/ locks; not just placed on top of them. 2. The person opening the door (including me) needs to pay more attention that the slide bars are in proper position before opening the door. Other than the pride hit and embarrassment of this occurring; I feel the situation is very lucky that no one was outside the door or on the ground when this happened.




Synopsis: An air carrier pilot reported that while opening an unarmed B737 galley door for ventilation;  the girth bar fell; caught the door frame and the slide deployed.
Date: 201508
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At 800 feet over Boston Harbor while on a visual approach to Runway 04R at BOS; what at first glance seemed to be a large white bird caught my attention at our 3-3:30 position; some 200 feet-400 feet below our altitude; and an estimated 100-200 yards to our right. I'm sure I wouldn't have noticed the 'bird' over land; but it stood out against the deep blue-green of the harbor. And its wings weren't flapping. Oops. I then quickly recognized the familiar shape of a toy; it was a DJI Phantom drone. Because it was well beneath us; no avoidance maneuvering was necessary; but I called out its position to the Captain Pilot Flying (PF) and then to BOS Tower; who quickly relayed the alert to traffic following us on the approach; and who; after we landed; asked me to phone the Tower Supervisor with details; which I did. Although no maneuvering was necessary; the sighting and relaying of the drone's location clearly distracted from my other duties during one of the most critical phases of flight. I've spoken with several other Pilots who know friends and neighbors with drones; or who have purchased one for themselves or their children. I would hope they all realize that the very dense and heavy nature of the batteries on these machines are going to cause far greater damage than a bird of equivalent weight; when one finally; and it seems inevitably; impacts a windscreen; jet engine; or flap assembly. It's going to be ugly; and we really need to spread the word. So I would urge anyone reading this who operate drones; to ask them to visit http://knowbeforeyoufly.org and make sure they fully understand where and when drones are appropriate. Because of its altitude; I wouldn't be surprised if the one we saw had been launched in complete innocence off a boat in the harbor; simply to take photos or videos of the boat's owners.It may to be one of the most harmless drone/aircraft encounters on record; yet it was still; if for no other reason than the distraction; a hazard to air navigation.




Synopsis: B737 First Officer reports a drone at 800 feet AGL during approach to Runway 4R at BOS. The drone was 200 to 400 feet below and to the right of the B737 and no evasive action was necessary.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Manuals; Procedure
Primary problem: Procedure

Narrative: We were dispatched with an MEL deferral requiring the APU to be running for the ETOPS segment until an APU Reliability Check could be accomplished. For aircraft based on ZZZ it generally means that the only segment that will satisfy this is ZZZ to ZZZZ1 since all other flights are either too short to allow cold soaking for at least 2 hours or an ETOPS flight (requiring the APU to be operating until ETOPS exit - approximately one hour prior to landing). Prior to takeoff I had a conference call with Dispatch and Maintenance as required in the deferral and I explained why I could not do the verification on this flight. During flight I received a Dispatch message reminding me to do the reliability check again and I once again explained why I could not accomplish this. A while later I received one more Dispatch message which quoted the MEL. As written the MEL conflicts with the ETOPS procedures and could easily lead to someone violating this. My hope is that the fleet and Maintenance Control can review this MEL document and rewrite it so it will not conflict with the ETOPS requirements.




Synopsis: B737 flight crew reported a conflict between ETOPS procedures and an MEL deferral; resulting in them being unable to conduct an APU test in flight.
Date: 201712
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Company Policy; Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: On the Charted Visual Approach Arrival into ATC advised traffic on approach to the parallel runway. We advised we had a visual on the other aircraft. ATC turned us off the arrival with a vector 155 degrees towards the other aircraft; advising us he would turn us back onto the Localizer after passing thru the Localizer. When we were vectored back onto the Localizer and cleared for the Visual Approach; it placed us exactly paralleling the other carrier aircraft. We had discussed and then placed the transponder in TA. Approaching the FAF we received a DESCEND RA. We descended as instructed following the RA. The other aircraft was descending with us so it gave another RA. I placed the transponder in ALT only attempting to silence the RA as we had a visual on the other aircraft and it should not have been sounding an RA in TA. We continued descending and landed uneventfully.




Synopsis: B737-700 Captain reported they received an RA for parallel runway traffic even though their TCAS was in 'TA' mode.
Date: 201511
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class D VNY
ATC / advisory: Tower VNY
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Airspace Structure

Narrative: Departed Whiteman (WHP) Airport to [destination] Airport going by Van Nuys (VNY) Airport. Climbed to 2;450 feet and I believed Whiteman Tower cleared me through Van Nuys airspace so I contacted approach on for flight following. Radio contact was made with approach and they asked me to squawk 1200 and ident which I complied. All this time I remained at 2;450 feet. I then was able to squawk the correct squawk code and radar contact was made. Thereafter I climbed to 4500 feet and proceeded on my route. SoCal requested that I contact Van Nuys tower after I landed; which I did. Van Nuys tower told me that I had flown through their departure area. I explained to Van Nuys that I thought I was cleared through Van Nuys airspace by Whiteman so I had contacted SoCal.Prior to departure; confirm the correct sequence of who I should contact and when I should contact them. Always confirm I have clearance through Van Nuys airspace when departing Whiteman.




Synopsis: An aircraft departed WHP and mistakenly thought it had clearance to fly through VNY airspace. Aircraft penetrated VNY airspace without proper clearance.
Date: 201405
Local time of day: 0601-1200
Location: ZMP.ARTCC, MN
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft
Primary problem: Aircraft

Narrative: With the move on the iPad from OS6 to OS7; there is a delay in accessing pages on saved flight plans on the iPad. This occurs both in ibooks and when the plan is saved in the form of a PDF. The problem is that there is an irregular but consistent delay of 25-30 seconds in having flight plan pages snap into focus. Several pages will be clearly visible; [and] then when changing to another page; several pages will be out of focus; again requiring a wait of 25-30 seconds before they can be read. Compounding this problem is that one can't tell which pages contain the information one might need (NOTAM's vs. DIL vs. WX; etc) without some level of guessing. If one guesses poorly; there could be a delay of several minutes to be able to read information which one needs; as one might have several cycles of waiting for groups of pages to come into focus. This is not a problem with a physical copy of papers aboard; but looking to the future where a physical copy may be unavailable; this could easily present a problem to a crew in terms of getting information in a timely manner. It should be noted that similar delays in pages coming into focus do not occur with other PDF's. Only those created with Sabre; which leads me to believe that the issue is with Sabre rather than the iPad itself.




Synopsis: Air Carrier Captain describes problems viewing saved PDF's on his iPad since the change from OS6 to OS7; with pages taking up to 30 seconds to come into focus.
Date: 201403
Local time of day: 0001-0600
Location: PHL.TRACON, PA
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Ground Personnel
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X departed Runway 8 while an airport vehicle was conducting a routine runway inspection. The vehicle had to take evasive actions to avoid a collision. I was working the Operational Supervisor in Charge (OSIC) position in the TRACON. The FLM in Tower advised me of the runway incursion. I then notified the OM who had just left the building. Subsequently; I notified the ATM who in turn notified the [Union] REP. I completed the MOR entry in CEDAR and advised the Eastern Region (ROC) Specialist. The ROC advised me that when they received the MOR the Regional QCG Officer would be notified. ALSO; the ASDE-X did issue a runway occupied warning to the Controller and as Facility Operating Procedure the LED ribbon display showing Runway 8 occupied was in use.Update and implement effective memory aids for vehicle inspection and/or runway closures.




Synopsis: Reporter describes a runway incursion by a departing aircraft and a vehicle doing inspections on the runway.  Vehicle had to take evasive actions to avoid a collision.
Date: 201911
Local time of day: 1801-2400
Location: SEA.Airport, WA
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B SEA
ATC / advisory: Tower SEA
Second aircraft: Medium Large Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Chart Or Publication; Airport
Primary problem: Human Factors

Narrative: After landing and holding short of a runway for departing traffic Tower gave us a clearance to 'cross runway...; expedite crossing for traffic on 2 1/2 mile final; head towards your gate and contact ramp.' After clearing the runway and angling about 50 degrees left towards our gate my First Officer contacted ramp control as we crossed a taxiway. There was no response and after a few seconds ramp had several communications with other aircraft north of our position. I had a clear path to the gate however since we had no clearance from ramp I stopped short of the non-movement boundary marking on the west side. While waiting for ramp contact we both noted a light on the taxi lane abeam a gate at least 500 to 700 feet north of our position; heading south.As it approached several seconds later we noticed that the vehicle was an Medium Large Transport aircraft taxiing at about 15-20 mph. The aircraft did NOT slow as it approached and we immediately tried to get their attention by flashing our lights. As the aircraft reached approximately 100 ft. I jumped on the radio and loudly stated 'STOP; STOP; STOP!' The Medium Large Transport aircraft SLOWLY came to a stop; finally stopping with our nose about 15 ft. from his right stabilizer and right wingtips of each aircraft within 10 ft. of each other. At the time the Medium Large Transport aircraft stopped we had been stopped for about 45 seconds. The other plane never said anything on the frequency and a conversation with ramp control the next day revealed that they had switched to a different ramp frequency early on his taxi to the gate. Operations sent a truck out to ensure wingtip clearance. The Medium Large Transport aircraft offset to his left and continued with his taxi and we continued to our gate without further incident.


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


Synopsis: Air Carrier flight crew reported they could not contact Ramp Control inbound and observed another aircraft taxiing towards them that did not stop until they flashed their lights and yelled on the frequency to stop.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Storage System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As a result of an air return for a significant fuel leak; we had to land overweight. The First Officer did an excellent job with the descent upon landing; well within the 300 FT per minute standard.Upon initial climbout; Tower informed us; 'You have quite a plume trailing from your left wing.' I immediately looked and confirmed it out my window. It looked like fuel to me; and a significant amount. I advised the Tower we wanted to return and he said to call Departure and he would let them know. We contacted Departure; and slowed to 200 KTS while on a downwind. We did the After-Takeoff Checklist; calculated the landing data; called Operations and then proceeded with all the arrival checklists starting with the in-range. We turned base for an expended final and conducted the suspected fuel leak and overweight landing QRH. Tower had declared an emergency for us; so we reported the souls on-board. The First Officer did an excellent landing well below 300 FT per minute. ARFF (Airport Rescue and Fire Fighters) followed us to the gate without further incident. Later; the Chief Pilot informed us after inspection there was a leak letting fuel vent.


Second narrative: We pushed back from the gate normally after a maintenance delay for an APU bleed leak. We taxied out and took off normally. Immediately after takeoff; the Tower advised us that we were 'venting something pretty good' off our left wing. The Captain looked out of his window and confirmed this. There was clearly fluid pouring out of the bottom of the left wing; just inside the aileron. We advised the Tower we would be air returning. He assigned us a heading and handed us off to Approach. We proceeded to run the appropriate checklists and set up for an overweight landing. We confirmed there was no sign of any type fluid leak on our instruments; but decided the safest action was to return and land based on what we were seeing and what the Tower had reported. After finishing the checklists; we landed overweight and returned to the gate with no issues. There we had the aircraft inspected and later changed planes and completed the flight.


Synopsis: On takeoff the crew of an Embraer 145 was notified by ATC that there was a fluid emanating from the left wing; which was confirmed by the Captain. The crew elected to return for a safe landing. Later it was confirmed that fuel had vented from the left wing tank.