elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 1801-2400
Location: SNA.Tower, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SNA
ATC / advisory: Tower SNA
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were on final GNAV RNP Z 02L approach into SNA; about 2 miles south of the field. Captain was flying and I was Monitoring. We were in VMC and the Captain was hand flying the aircraft. At about 600 ft.; AGL I received an amber RA flag in my RadAlt indicating my RadAlt had failed. I immediately crosschecked with the Captain and his was still indicating correctly. Just above 500 ft. I started receiving my RadAlt indications again. I had no other indication issues until touchdown. Touchdown was uneventful with all systems working correctly.




Synopsis: Air carrier First Officer reported radio altimeter anomalies on final approach to SNA.
Date: 201811
Local time of day: 1801-2400
Location: HYI.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: CTAF HYI
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Prop strike. [I was] taxiing aircraft at HYI airport from ramp to taxiway at night. No markings or lighting indicated direction to taxiway. With airport diagram open as a reference; [I] cut a corner of the pathway short; putting the nose of the aircraft in the ditch. I immediately secured the aircraft and evacuated. Prop and engine were damaged and also the corner of the pathway where the prop struck. No evidence of any other damage. No injuries. Taxi speed was a brisk walk and aircraft lights were on. Contributing factors were night operations; unfamiliar airport; and lack of illumination/markings. To prevent recurrence; avoid going to unfamiliar airports at night and have improved lighting and markings at airport with hazards close to pathways and taxiways.




Synopsis: Small aircraft pilot reported taxiing into a ditch at HYI airport. Reporter cited poor lighting and signage as contributing factors.
Date: 201502
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: This aircraft has a back course button and three control wheel steering buttons on the Mode Control Panel that do not belong there; on other airplanes those spaces have been blanked out. There is no reference at all in our manuals to these buttons and we have received no training on how to use them; nor are they labeled inop. We called local maintenance and then the Duty Manager; who coordinated with Maintenance Control; and were told that this was acceptable. We did not make a maintenance logbook entry as nothing was wrong with the airplane. I feel very strongly that this creates an unsafe situation as this one airplane is different than every other in the fleet. The situation is made worse by the buttons not being labeled inop (if they in fact are inop) or by the pilot group not being trained on how to use them if they are active.




Synopsis: B757 First Officer states that an aircraft he was assigned to fly has a back course button and three control wheel steering buttons on the Mode Control Panel that do not belong there.
Date: 201305
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We got our clearance and verified the route. My First Officer; who was new to the Airplane and the Company; entered the route into the FMS. I read the information that was in the FMS and the First Officer looked at the information on the release and ATC clearance. Little did I know that he had misread both our release flight plan and the actual clearance (which was the same as our filed route.) The file route looked like this: KCLT MERIL6 MERIL RDU J207 FKN J79 JOANI J79 JFK KRANN KBOS. What was entered in the FMS was: FKN JOANI J79 JFK KRANN3 [KBOS.] I read back what was in the FMS which got an affirmative response from the pilot flying. It wasn't until just after FKN that we found out that the route which had been entered was incorrect. The Controller cleared us to Salisbury and we were back on the correct course; a four mile deviation.We captains need to be reminded that the person sitting next to us may not have been at this airline for 20 years or more. There may be some confusion with day to day operations; as there was in this case. Had I been more proactive; I could have caught our error. When I read our route back during the verification process; I hesitated at the part that said FKN JOANI; that didn't sound right to me. When I got an affirmative response from the First Officer...I moved on. Next time I won't.




Synopsis: The Captain of an A321 failed to note when his First Officer; new to the airline; loaded the route in the FMS incorrectly. A track deviation ensued.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot 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 Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL450 we had an amber CAS message indicating 'WSHLD HEAT INOP R.' We performed the appropriate abnormal procedure and within a minute or two of the CAS message we had the right forward window shatter. We performed the 'Cockpit Forward or Side Windshield Cracked or Shattered' abnormal procedure and elected to exercise our Emergency Authority and divert into [a nearby suitable airport]. We elected to have emergency personnel standing by and evaluate our passenger after shutdown. The medical personnel made the determination that passengers did not require any medical attention.




Synopsis: A corporate jet Captain reported that the right forward cockpit window shattered. An emergency was declared and the flight diverted to a nearby airport.
Date: 201401
Local time of day: 1801-2400
Location: PBI.Airport, FL
Aircraft: Cessna Citation Sovereign (C680)
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class C PBI
ATC / advisory: TRACON PBI
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: Ten miles south of SUA there's obstruction at 1;000 FT MSL. I descended an aircraft to 1;500 FT; our MVA we use in this area should be 2;000 FT. The aircraft got a 'low altitude alert' and was at 1;900 FT descending as he was overflying the obstruction. I issued the low altitude warning and asked pilot to verify he was at 2;000 FT and pilot said 'no; you gave us 1;500 FT'. I told the pilot to climb to 2;000 FT and pilot decided to cancel IFR. Simply forgot the obstruction was there. It would be nice if there was a circle or a better way to highlight the obstruction on the RADAR map instead of just a little upside down V.




Synopsis: PBI Controller described an MVA loss of separation event when a descent clearance was issued; but not realized by the reporter; additional video map highlights were suggested.
Date: 201604
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Weather elements / visibility: Rain
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: We pushed and started engines [in EWR] and taxied out 'RC'. At 'RC' ground's clearance was; 'taxi 4L-Bravo-Delta'. I started taxiing forward to make a right turn on to 'Bravo.' If you look at the taxi sign at the intersection of 'RC' and 'B' and the 10-9 page can be confusing. The F/O and I discussed the turn on to 'B' (F/O was stating 'B' was second right (which was really Delta) but I turned southbound on to 'B' the first right turn. Then checking the 10-9 seeing that I now could not get to Delta [I] stopped A/C. Ground gave amended instruction to turn left 'N' then right on 'D'. The night environment of the taxiways and rain added to the confusion at this intersection. I strongly recommend making this intersection a 'hot-spot'. Recommend the clearance from GND be 'Taxi 4L via RC - Right on Delta' or 'RC to the outer; Right turn on D'. Also recommend large lettering with arrows on the taxiways to provide guidance. Also the new Jepp Pages do not expand like the old Jepp Pro. The confusion of the taxi route (with the F/O trying to trap the confusion) further impeded my cognitive process. Having flown 7 out of the last 8 days most likely added to the fatigue I was experiencing. I am upset that I recognized the 'fatigue onset' too late and should have called in fatigued [earlier].




Synopsis: B737-800 Captain reported having difficulty complying with the taxi clearance at EWR citing fatigue; weather conditions; and taxiway markings as contributing.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at 8;000 feet in IMC from ZZZ1 to ZZZ; about 40 minutes out from ZZZ; my avionics master switch failed; and fused in the off position. Loss of autopilot; radios; intercom; GPS/NAV; transponder; ADS-B; iPad; and music. Stupid me; my handheld radio was in the baggage compartment.I began hand-flying and held 8;000 feet and a rough heading of 210; per my IFR clearance. I got my iPhone out and loaded ZZZ into ForeFlight and began navigation with it. I was able to text priority handling to my pilot friend at ZZZ; and he called ZZZ Tower. ZZZ approach coordinated with ZZZ approach; and they kept my path cleared. Airport conditions were relayed via text.I made position reports as able; and about 30 miles out loaded the GPS Runway XX approach to ZZZ and began my descent. I broke out about 1;300 feet AGL; 3 miles from airport. I then entered a left downwind for Runway YY; received a green light from Tower while on left base; rocked my wings; and landed.XX years or less ago; I would have been totally screwed and this could have been a fatal accident. The iPhone saved our lives! I was able to stay calm; fly the airplane; and navigate; knowing I would have a safe outcome thanks to my cell phone!




Synopsis: PA-28 pilot reported loss of avionics power and was forced to use a cell phone to text a friend at destination airport. The friend relayed pilot's intentions to ATC and was able to land at destination.
Date: 201905
Local time of day: 0601-1200
Location: COS.TRACON, CO
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C COS
ATC / advisory: TRACON COS
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Fatigue; Physiological - Other
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Airspace Structure; Company Policy
Primary problem: Human Factors

Narrative: I was notified by management that I assigned a Aircraft X an altitude below the MVA (Minimum Vectoring Altitude). I take complete responsibility for this; and to my knowledge; I have never done anything similar in the past. The weather was coming in. I vectored Aircraft X for an ILS Approach and descended him to 9;000 feet. The MVA in that area is 8;900 feet. While on a base turn and just about to be cleared for the approach; Aircraft X requested a descent to 8;700 feet; which is the crossing altitude at the final approach fix. I approved it; turned and cleared him for the ILS at 8;700 feet. Aircraft X then turned faster than expected and I had to cancel his approach clearance and fix his intercept. Again; I assigned him 8;700 feet to maintain. I then cleared him again; he intercepted the localizer; and he landed without incident. I'm not really sure why I approved 8;700 feet initially. That is never an altitude that I assign to anyone. Aircraft X requested it; and for some reason I approved it. The only rationale I have is that I was extremely fatigued; and I believe that Aircraft X was the first aircraft I had talked to in hours. Again; this was my fault; and I will make sure that this never happens again under my watch. Return to prior mid shift procedures; and perhaps require 9 hours off between day/mid shifts. Every other shift has a 9 hour requirement; but the mid only has an 8 hour requirement. The new mid procedures also significantly increase fatigue. In this case; I have to attribute sleep deprivation as the main contributing cause.




Synopsis: COS TRACON Controller reported they descended an aircraft to an altitude below the Minimum Vectoring Altitude.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Gate agent in ZZZ notified me that passenger was not complying with the mask wearing. He would put it up (handkerchief) over his mouth then let it fall down when she walked away. I talked to him before shutting the door informing him of our policy and that he would not be allowed to fly if he didn't wear his mask. He was surly saying he was getting ready to eat. He said he would wear it when he wasn't eating. He continued to keep it down around his neck; only lifting it up over his mouth when we did our checks throughout the flight. I again told him he wouldn't be allowed to fly on his connecting flight if he didn't comply. He informed me that I was interfering with his constitutional rights. I said you have a right to refuse to wear a mask. The company also has the right to deny your passage on the flight. He said fine-he didn't need to go to ZZZ1 Traveling with a woman and 2 children.


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


Synopsis: Flight attendants reported a customer service agent advised them a passenger was not complying with face mask policy.
Date: 201811
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Flight phase: Parked
Aircraft component: Oil Line
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy; Manuals; Procedure
Primary problem: Procedure

Narrative: Performed Number 2 engine HMU (Hydro Mechanical Unit) installation and installation of Number 2 engine oil/fuel heat exchanger. Followed steps and procedures in manuals during job task. Went thru and retraced our steps after completion of job; visualizing each step we had done. Found no problems with the installation of either part. After completion of work task; performed idle leak check for 5 minutes. No leaks were found at this time. Performed actuators test where no faults were found.Suggested Resolution: After installation of this kind of job; replace the idle run leak check with a takeoff power type leak check so this may be caught before plane is release. High power engine run would provide a different dynamic as opposed to the idle run leak check.




Synopsis: A319 Mechanic reported that an idle engine check was insufficient to check for oil leaks.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Supervisor / CIC; Ground; Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Fatigue
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Staffing; Human Factors
Primary problem: Human Factors

Narrative: I was working the GC; CD and CIC positions combined.  Aircraft X called for IFR clearance to ZZZ.  I didn't realize that he was calling from ZZZ1 and believed him to be on the ground at ZZZ2.  Because I believed the aircraft to be at ZZZ1 I did not issue a hold for release to the aircraft.  Aircraft X subsequently departed ZZZ2 without authorization from the approach control.This was my sixth day working and frankly I was tired and just missed it.  This was the third week in a row that I have been working six days a week.  I am scheduled to work two more weeks of six day work weeks prior to some vacation time.  I believe that fatigue was a major factor and the only cure for this will be an elimination of the amount of overtime we have been working.  However; we have been working six day work weeks since April of 2008 and there does not seem to be an end in sight.




Synopsis: Controller working combined positions issues IFR clearance to an aircraft on the ground at a nearby airport; believing the aircraft to be on the ground at the airport where the tower is located.