elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC; TRACON RDU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Washington Center cleared us to descend via the MALNR Arrival landing southwest. Note 6 on the arrival states that the 'landing southwest' transition requires selection of Runway 23R. Since 23R at RDU was closed; we questioned ATC as to whether we should still fly this arrival and transition. As stated on the approach plate; and as repeated by ATC; fly the arrival as assigned and RDU Approach will assign the runway. Accordingly; we flew the 23R arrival; which is a westerly arrival. RDU Approach questioned us as to why we were flying the 23R arrival versus the 23L arrival. Called and talked with the Supervisor upon arrival who said it wasn't a problem and ATC should not have issued that clearance. He stated there was no problem except they expected us to fly the 23L transition. That is actually what we expected to and is why we questioned ATC. It did cause confusion with RDU Approach Control.




Synopsis: Air carrier arrival to RDU was questioned by the TRACON regarding the assigned 'runway transition'; the reporter indicating the Center clearance coupled with the written notes on the STAR caused the confusion.
Date: 201411
Local time of day: 0001-0600
Location: ZZZ, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Company Policy; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: I pulled into the gate with the #1 engine running as per our new procedure. I was waiting for ground power to be connected and after 2 or 3 signals from the [ground crewman] I concluded that the GPU was inop. I immediately started the APU and once it was online I shut down the #1 engine. I witnessed some screaming and commotion outside but didn't know what happened. I was informed by the [outbound Captain] that the left wing walker approached the aircraft while the engine was running and was almost sucked in and killed. The thought of something like that happening on my flight is very scary.




Synopsis: When there was a delay in shutting down the left engine of the B-737 at the gate due to being unable to power the aircraft with the GPU; a wing walker walked in front of the engine and was nearly sucked into it.
Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to coasting out westbound; our left windshield cracked; spreading like an alligator hide across the entire windscreen and producing an ECAM for windshield anti-ice failure. There was evidence of burned wires etc. in the windscreen. We initiated an emergency descent; called the relief pilot back to the flight deck and coordinated a diversion to the nearest suitable airport; which was approximately 200 miles away; where we landed uneventfully; although over ZZZZ.




Synopsis: A westbound transatlantic heavy Airbus flight; prior to coasting out; suffered a severely cracked Captain's windshield; apparently the result of faulty/failed windshield heat wiring. The flight diverted to the nearest suitable airport.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 4
Aircraft: Scout 8GCBC
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing; Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My goal for the day was to fly to [a nearby airport] fly-in. Weather was of major concern. Did not consult TFRs or NOTAMs. Approaching ZZZ I ran in to rain squalls and abandoned my attempt. I then flew SW around the zone of rain in the hopes of making ZZZ1 for fuel (cheapest in the region). Nearing ZZZ2; I came upon a clear path to land ZZZ1 and announced my intentions on frequency and receive an AWOS type message in response telling of wind and altimeter setting. I landed Runway 18 and taxied to fuel. While taxiing; it was noticed that an airshow had not started or was on HOLD DOWN due to recent rain. At no time during this whole incident were other aircraft flying or operating on the field. I fueled the airplane. During that time; many individuals; gas pump management; and a vehicle with yellow flashing lights drove by me and no one said a word. Once I finished fueling; I taxied to Runway 18. A pick-up truck with flashing yellow lights made no attempt to block my taxi and subsequent departure. I announce on frequency my intentions to depart and on the take-off roll a voice on frequency announce that the airport was closed. I continued my take roll and once airborne (<1000 feet from threshold) made an immediate downwind departure away from the air show general area. At no time; except for fueling; was I within 3/8 mile of spectators.




Synopsis: Scout pilot reported arriving and departing a fuel stop airfield unaware that the airport was closed.
Date: 201305
Local time of day: 0601-1200
Location: M03.TRACON, TN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class B MEM
ATC / advisory: Center ZME; TRACON MEM
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Prior to top of descent; ATIS was showing landing north; so we planned for 36R. We were then given clearance to 'descend via LTOWN 6; NORTH transition;' so I dialed in the proper altitude for the north transition and began a descent. The Captain was pilot monitoring and he confirmed altitude selection. A few miles prior to LTOWN; we were switched to MEM Approach; and we were given Runway 18L. This was right at the time for a new ATIS; so we checked ATIS via ACARS and the new info showed landing south. We confirmed with Controller that we should descend via the SOUTH Transition; and the Controller confirmed SOUTH transition was now our clearance. I rapidly increased the rate of descent; but it was soon apparent that we couldn't make the altitude restriction of 10;000 feet at COPEN. We advised Approach who stated 'No Problem;' and gave us a heading and a descent clearance to 5;000 feet; thereby vectoring us off of the arrival prior to COPEN. Based on this; I don't believe there are any issues with ATC.I have a couple of suggestions: 1. I believe that we were cleared via the north transition by MEM Center and MEM Approach changed the clearance to South transition. I will acknowledge; however; that I might have misunderstood the original clearance from MEM Center due to noise. This jet is extremely noisy in the cockpit. Noise cancelling headsets would help eliminate the difficulty in hearing clearances. 2. For jets that are in descent at the time of a runway change; Approach and Center should double check to make sure that those crews know about the runway change. We had just checked ATIS prior to descent; so we felt like we had the current correct info.


Second narrative: Upon checking in with Memphis Approach; I inadvertently reported 'descending via the LTOWN arrival; landing south transition.' I'm not sure why I said that when we had briefed landing north. Check ATIS at the very last possible moment. Also in the future I will cross LTOWN at 10;000 feet; NOT in the 16;000-10;000 feet block as depicted on the LTOWN6 arrival. This insures you'd be able to make COPEN at 10;000 feet.


Synopsis: Confusion reigned when an air carrier flight crew; descending via the LTOWN6 RNAV STAR to MEM misunderstood their landing runway assignment. As a result they were unable to comply with the 10000/230K restriction over COPEN.
Date: 201701
Local time of day: 0601-1200
Weather elements / visibility: all
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Garmin database for IFR airports with only a textual ODP; or vector SID with an ODP indicated by the 'T'; uses the word 'none'; when the departure for that airport is selected by the pilot. Thus; a pilot who has not done prior departure planning to discover the presence of an ODP could be lulled into believing that no departure exists and thus not fly the ODP; and contact terrain during the departure. Garmin could just as well publish the letters ODP as the word 'none' to alert the pilot to seek the ODP in other publications/means.




Synopsis: GA pilot reported that when a textual OPD or vector SID (T) is selected using the Garmin Database; the word 'none' is displayed; which may mislead or allude to the lack of an obstruction departure procedure.
Date: 201507
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to JAYXX and we read back GHATS. Both are on the route and they both sound very similar. The Controller never said we read back the wrong waypoint; and we never thought twice. We were asked (after a period of time) our last assigned waypoint. It was at this point we told ATC GHATS and she told us we read the wrong one back; probably; but it was ok. After discussing this with the Captain we both agreed they sound very similar and probably shouldn't be so close. Nonetheless it was my responsibility and I was wrong.Preventative Measures: New waypoint name or not so close they sound very similar.




Synopsis: B737-700 FO reported navigating to the wrong (similar-sounding) fix because of a misunderstanding with ATC.
Date: 201709
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear; 7
Aircraft: Super King Air 200
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather
Primary problem: Weather

Narrative: On a stabilized approach when landing on Runway 14. In landing phase; in middle of flare; aircraft abruptly dropped and rolled right approximately 2 feet above ground. [With] full elevator and left aileron I was unable to stabilize round out due to the extreme wind shear burst so close to ground. At the time; ASOS was reporting 080 at 8 knots. After landing; the windsock was out of about a due north heading and fully extended and was erratic. After landing; I taxied into ramp and after shutting down; I went to install the gust lock and noticed the ailerons where not smooth and then noticed wing damage to approximately last 18 inches of the wing and tip.




Synopsis: BE20 Pilot reported wing damage after encountering a wind shear during the landing flare.
Date: 201310
Local time of day: 0601-1200
Location: MRY.Airport, CA
Flight conditions: IMC
Weather elements / visibility: 5
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C MRY
ATC / advisory: TRACON NCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; 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 Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I set my Aspen [EFIS] for the ILS 10 approach. During the first approach I was turned in fairly fast and had excessive speed. I disengaged autopilot; but wandered too far left on localizer. Tower Controller issued command to turn left and climb and contact NorCal for a new approach. As I was cleared for the second approach I inadvertently did NOT reset the approach procedure on the Aspen. (Note: I did not recognize this problem until later after I was on the ground and rethought the whole incident.) During the second approach as I was turned on the localizer the left/right indicator wandered and the back course indicator showed periodically. During the confusion I wandered left of course and Tower issued altitude alert for 600 feet -- but I was at 1;200 FT. I broke out shortly thereafter and landed. Tower had me phone NorCal. Supervisor asked what happened and I said the confusion from faulty indications on Aspen which I would check with my avionics shop (not yet realizing my Note above). Supervisor asked if I had any complaints about air traffic personnel and I answered 'no.'




Synopsis: CE210 pilot reports being issued missed approach instructions after being turned on to the localizer with excessive speed and not being able to maintain the localizer when the autopilot is turned off. The second approach again results in localizer deviations; this time due to the EFIS not being reset for the approach. A successful landing ensues after breaking out.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: While getting clearance ATC assigned us an RNAV SID. We had to abandon the use of Charts+ due to the missing SID. This use case is a show stopper and has been reported to the company; yet months later we have seen no changes to update the Charts+ database. This calls into question the lack of process to expeditiously implement change to the Charts+ product. It is very evident the Charts + product is not ready for actual use at this time. We abandoned the Charts+ use for the rest of the flight and returned to using the Jeppesen product which had the ZZZZZ2 SID. Once we used the Jeppesen product there were no more issues. Recommend abandoning the Charts+ product and continue the use of the Jeppesen EFB (Electronic Flight Bag) product until such time a timely change management process can be put into place to quickly identify a deficiency and quickly implement a change to correct such deficiencies.




Synopsis: Air Carrier pilot reported that charts in the Charts+ database were not up to date.
Date: 201207
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I was a Check Airman in the jump seat giving a line check. The aircraft had a previous write up for pressurization issues. After takeoff the left pack failed followed by the right pack cycling on and off. The Captain leveled at 3;000 FT and told Departure they needed some vectors due to pressurization issues. Both packs came back on. The Captain elected to start a climb; and shortly after that the packs turned off again. The Captain leveled at four thousand. The packs then came back on and pressurization was reestablished. The Captain chose to not continue to but he was too heavy to land immediately. He held and burned down about ten thousand pounds. He shot an approach but went around due to winds out of limits. He talked to Dispatch and [Maintenance] and also ran a pack abnormal checklist but the packs were already back on. He shot a second approach but went around again. He talked to Dispatch and established a [different] alternate. After some holding waiting on lower winds he diverted to [the new alternate]. He landed and after one hour of ground delay he made it to the gate. The flight cancelled due to crew rest.




Synopsis: MD-82 Check Airman reported abnormal pack issues that forced a divert that was further complicated by weather.
Date: 202201
Local time of day: 0601-1200
Location: STL.Airport, MO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower STL
Aircraft component: Unknown
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After pushback and engine start; we taxied to Runway 30L. All checklists were complete and the aircraft was fully configured for takeoff. The First Officer was flying. Upon setting T/O thrust; we received the T/O configuration warning aural and light. We rejected the takeoff (low speed; maybe 15 kts) and vacated the runway. We reran every checklist from the beginning and found no faults with the airplane configuration. There were no systems faulted. All circuit breakers were in. After talking with Maintenance; we returned to the gate for troubleshooting. We are unsure why we received this warning. Maintenance is still troubleshooting at the time of this report.




Synopsis: Captain reported receiving the takeoff configuration warning aural and light on departure and aborting. The flight crew could not find any issues and returned to gate.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Take Off
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [No narrative provided.]




Synopsis: Captain reported a Rejected Take Off caused by a left engine compressor stall followed by over temperature and uncommanded shut down.