elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Location: APF.Airport, FL
Light: Daylight
Aircraft: Challenger 300
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class D APF
ATC / advisory: TRACON RSW
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was inbound to APF and I was vectoring for a RNAV approach for RWY 23 at APF. I descended the aircraft to 2100 and asked if he wanted the full approach or vectors. Looking at his altitude I did not think he would descend to below the MVA (Minimum Vectoring Altitude) prior to passing the obstacle so I issued a descent to 1600 and a turn to heading 320. Aircraft X descended faster than expected and was below the MVA while he appeared to be over the depicted obstacle. Aircraft X then called the field in sight and was cleared for the visual approach RWY 23 at APF.I will not assume a descent profile and just keep them above the MVA until I'm ready to clear the aircraft.




Synopsis: Fort Meyers Approach Controller reported anticipating an aircraft would not descend below the Minimum Vectoring Altitude; but the aircraft descended quicker than the reporter expected resulting in a MVA violation.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight progress was all the way normal until touchdown after being cleared and vectored for RNAV (GPS) approach on Runway 13. Upon touchdown; when trying to deploy the thrust reversers; noticed that for an unknown reason the reverser's levers were still mechanically locked in the stowed position. [I] proceeded to apply normal brakes; but experienced pressure on the pedals; thus no braking action at all. Due to the length of the runway; which is the shortest one (5;000 FT); but good enough for takeoff and landing according to the aircraft's Takeoff/Landing tables; I watched the end of the runway approaching fast in spite of our low speed Vref 104 KTS. Therefore; I decided to apply the emergency brakes and commanded the copilot to do so until the aircraft finally came to a stop at the end of the runway. While the emergency braking was applied by the copilot I kept on trying to deploy the thrust reversers until they deployed at about 70 KTS on the last third of the runway. After securing the aircraft and shutting down engines and systems (no evacuation necessary); passengers and crew were disembarked. Nobody was injured as there was no property damage. The only visual damages observed on the aircraft were the main wheels and both blown tires; which later were confirmed by the Raytheon Hawker maintenance crew who performed the corrective actions on site and released the aircraft back to service. After evaluating the mishap and going over the experienced faults with maintenance personnel; it is suspected that the aircraft remained in flight mode for a brief moment while on the ground and therefore preventing the reversers' deployment. The braking by-passing by the antiskid as it supposed to do in flight. Squat switches were replaced as a precautionary measure.




Synopsis: A BE40's thrust reversers and brakes were not available for activation until below 70 KTS; so the emergency brakes were used which caused tire failures. Squat switch malfunctions were suspected.
Date: 201601
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
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; Workload; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Airport
Primary problem: Airport

Narrative: Departing Terminal A at EWR I noticed the taxi lines between Taxiway RA and RC are poorly painted and extremely difficult to see even in the day time. At night or during a rain event they are virtually impossible to see. This failure of the Airport to properly paint the lines could cause an aircraft to taxi too close to the terminal or any of the aircraft parked in 'Amelia' or 'Lindy' parking area and strike an obstruction or parked aircraft.  Require the Port Authority/EWR Facility to repaint the taxi lines.




Synopsis: Air carrier Captain reported EWR Terminal A taxi lines between Taxiways RA and RC are faded; hard to follow; and may allow aircraft to taxi closer to the terminal and into unsafe proximity to parked aircraft.
Date: 202112
Local time of day: 0001-0600
Location: RDM.Airport, OR
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D RDM
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Non-tower operations with Runway 11 preferred for east wind. Seattle center refused to give IFR clearance until we were at the hold-short line and ready for release. Seattle frequency was extremely busy handling multiple non-tower operations in the vicinity. IFR clearance was runway heading climb to FL230. We had a normal FLX takeoff and normal NADP2 Sabre data. At 1;000 [ft.] AGL after thrust reduction I noticed on the ND red indications around 5.5 miles dead ahead. With no reply from Seattle Center; I directed FO to return to MCT thrust and stop accelerating airspeed for flap retraction and climb at 200 knots selected until clear of terrain. After passing 6;000 feet MSL we continued with normal cleanup and climb out.




Synopsis: Air Carrier Captain reported that during departure they observed higher obstacle indications requiring expeditious climb counter to NADP2 procedure.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Company Policy; Procedure; Weather; Aircraft
Primary problem: Company Policy

Narrative: After boarding the aircraft it was apparent that it would be unacceptable for SAFE flight when it was discovered to be completely covered in a dense layer of condensation. Every Passenger seat had a small puddle of water. Every switch; panel and instrument in the cockpit was drenched in condensation. Beads of water formed and dripped from the overhead panels. It was brought to the attention of the Agent; Dispatch and Maintenance Control. A decision was made by the Captain and I; final AUTHORITY of SAFETY of flight; to call Contract Maintenance and have a safety inspection performed in the E and E compartment. Concurrence was given by both Maintenance Control and Dispatch. I was reluctant to add electrical demand on the ground power; so all checks and procedures were delayed to when deemed safe by Maintenance. The APU was started and used in high temp mode to evaporate the liquid. This worked well and by the time (approximately 45 minutes) Contract Maintenance came; much had dissipated. Aircraft was inspected and found to be safe. I was told the ground air was on all night and blows very cold air into the cabin. High humidity and cold soaked components leads to condensation. All systems checked and set for a normal flight. The Duty Pilot on arrival in ZZZ was very accusatory as to the reason for the delay. I will differ to Ground Operations Pilot experience when they can match and surpass my nearly 25 year experience flying the 737. I would accomplish the exact same steps to ensure that the flight could be accomplished SAFELY. I had the full support from both the FO and Flight Attendants.




Synopsis: B737-700 Captain described the aircraft's condition after cold ground air conditioning operated all night condensing humid air. The flight station; passenger seats; and equipment were dripping liquid which was evaporated with warm APU air conditioning.
Date: 201312
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: Going IFR with long time student and friend; we began descending from 6;000 to 5;000 approaching BR beacon. It was a cold December day for SE USA. A cold Front (very dry) had passed about 10 hours before. It was dry cold allowing no signature cloud formation. First I noticed a very rapid descend (about 500 a minute) then very turbulent pressures trying to turn airplane upside down. Then with full power pitch up at 70 KTS -200 FT VSI! I struggled to climb while turning away from the mountains.I requested change of destination to an airport situated at a less rugged terrain environment. I moved southwest climbed to 6;000 FT. Now southeast [we were] trying to head towards the airport. I could hear others reporting 'Severe turbulence and not able to maintain altitude.' We were given 5;000 turn toward our destination but once I got to 5;600 FT again we were exposed to turbulence and rapid loss of altitude and upset attitude. I again requested a retreat to a heading 200 degrees away from the mountains. Tower ATC was quick; accommodating and very polite. I never deviated [in] altitude or heading but I wanted to share this for others to be aware of what happens in winter after a very dry cold front passage. I requested to go to another divert airport. We were given 180 degrees; then direct. We landed without any problems. I borrowed the courtesy car and drove my friend to our original destination.




Synopsis: A C-172 encountered a period of severe turbulence along an Eastern U.S. mountain range near his destination following passage of a dry cold front. Struggling to control the aircraft; the pilot diverted to calmer air for landing.
Date: 202108
Local time of day: 1801-2400
Location: LGA.Airport, NY
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LGA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting; Confusion
Anomaly: No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Airport

Narrative: Upon landing in LGA and taxi to gate instructions where; 'Taxi to gate via Sierra; Papa; Bravo; Lima; enter Ramp 9 Alpha to gate.' Making transition onto Lima and then towards 9 Alpha; the southeast corner of the unlit paved 'island' between Spots 20 and 23 can become a taxi hazard late at night; especially during inclement weather. The 'island' is unlit. LGA's islands have 1' diameter by 18' high; unlit; vertical poles painted blue on the top half. The blue color blends into black asphalt at night and is very difficult to see until one is right up on them. Unlit island between Spot 20 and Spot 23 can be a taxi hazard at night; especially [in] bad weather. Please coordinate with LGA Airport on either making the marker lit during night time operations; or removed for possible FOD hazard to taxi operations.




Synopsis: Air Carrier Captain reported there is an unlighted island that is very difficult to see at night or during inclement weather during taxi; Lima between spot 20 and 23; at LGA.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Emergency Extension System
Component problem: Improperly Operated
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 Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After takeoff landing gear failed to retract after being selected up. Gear did not retract after being selected up. Flight returned and maintenance determined that the cause was the alternate release door was in the open position. Alternate release door in flight deck was in open position. Maintenance decided that Contract Maintenance would be called to inspect aircraft and enter information into logbook for an evaluation flight. Evaluation flight was performed satisfactory. No further action required; strict adherence to the task at hand. While time pressures are always a consideration during originating flights all distractions must be blocked out while performing our preflight duties. I am responsible for determining every item on the checklist is in its proper position and or configuration prior to engine start. Greater concentration and a more deliberate response to the items being challenged on the checklist will be done on my part.




Synopsis: DHC8 Captain experiences failure of the landing gear to retract after being selected up. Maintenance was contacted and determined that the cause was the alternate release door was in the open position.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 300
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Gear Down Lock
Component problem: Failed
Reporter organization: Government
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Training flight for approaches with two successful gear extension and retraction sequence's with no incident. On the third visual pattern the right gear down and locked light was not illuminated. We retracted the gear with no problems; attempted to lower the gear again the same right gear light would not illuminate with gear selected down. Retracted the gear and ran the abnormal gear extension checklist then returned to ZZZ. After clearance for the approach; the gear was lowered with the right gear light not illuminated. Landing gear circuit breaker checked and gear down lights push to test checked; again all normal. Asked the tower to confirm what we saw from the cockpit the gear down in the normal position and tower confirmed that both gear appeared to be down. Briefed on a soft touchdown and to exit the runway and shutdown and wait for tow. Also; briefed if the gear collapsed the plan was perform the emergency engine shut down on the ground and egress out of the main cabin door.  The gear collapsed after the rollout and the start of taxi off the runway. Performed as briefed the emergency engine shut down and evacuation.




Synopsis: BE300 Captain reported an unsafe right gear indication after two successful touch and goes. During a flyby the Tower indicated that the gear appeared to be down. While taxiing off the runway the right gear collapsed.
Date: 201908
Local time of day: 1201-1800
Location: ABQ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Second aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Departed Runway 8 in ZZZ on the ZZZZZ 3 RNAV departure and had just turned north after ZZZZZ1 when we got at notification from departure control that there was traffic behind us. The traffic was Aircraft Y. We couldn't see the traffic but had them on TCAS. Immediately after we got a TCAS RA warning to descend. TCAS scope was set to 2.5 mile ring and we saw the target inside near our tail 200ft below. Departure control had issued several instructions to the incoming traffic and we heard their acknowledgment that they had us in sight but they kept encroaching on our tail. We also had rising terrain directly to our right side which was the only direction we could go to avoid Aircraft Y. We continued to follow RA guidance until clear of the conflict and proceeded on course shortly thereafter without incident to ZZZ1. Upon later calling TRACON; they said their radar showed 1nm separation while ours showed 200' suggesting they are probably more accurate than us. Nevertheless the traffic should've never been where they were at that time. Aircraft Y departed Runway 8 in ZZZ directly behind us; ignoring multiple ATC instructions; flying directly at us; causing loss of separation and us to execute a TCAS Resolution Advisory to avoid them. Wait longer before clearing GA traffic to takeoff behind scheduled carriers on instrument departures; especially GA pilots that are presumably inexperienced to be flying turbine/high-performance aircraft in a radar environment; especially on weekends.


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


Synopsis: EMB-ERJ flight crew reported a NMAC with a turboprop resulting in executing a RA.
Date: 201405
Local time of day: 0601-1200
Location: BOS.Airport, MA
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: As I was receiving vectors for the approach into BOS; I briefly lost GPS signal over Beverly Airport (BVY); so I continued the approach relying on the basic ILS systems. There was no disruption of the approach; the signal loss was reported to ATC; landed safe and sound. No harm done.




Synopsis: C402 Captain reports loss of GPS signal over BVY airport during vectors for approach to BOS. The signal loss is short lived and does not interfere with the approach.