elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On arrival into LAX from the north pattern to Runway 24R we reported a 767 in sight and were given the visual approach. About six miles out I noted from TCAS that we were 3.5 miles in trail. We configured then to get a little more space. At that point the aircraft ahead disappeared from the TCAS screen but was still in sight. As we passed approximately 350 ft the 767 cleared the runway. At approximately 150 ft we began to encounter the wake vortices with a rolling moment that required full lateral controls to counteract. Still within the vortices; I sensed that the 'bottom was beginning to drop out.' I directed the First Officer to go around; which he immediately did. At the same time a plane was taking off from 24L. At this time I believe Tower directed a heading 270; about 20 degrees right; [and] to contact Departure on a frequency I missed and to state reason for go around. At about the end of the runway I reported the [other] aircraft in sight; but we then got a TCAS RA. We began to respond to the RA; which I believe was initially to descend. Once clear I stated reason for the go around was for wake turbulence; got the right departure frequency and called Departure. Departure gave us a climb to 5000 feet. Due to the fact of the RA and what I believe may have been our failure to select TOGA on go around we were not getting any flight director guidance. Puzzled by this; we were slow to climb. ATC informed us they couldn't turn us back until we got to 5000 feet. I took the aircraft; climbed quickly and ATC turned us back to SMO for another approach. Once the flight directors were turned off and reselected FMA guidance was normal. I am sure I missed several radio calls from ATC as we were resolving our issues. At this time things were back to normal and the First Officer accomplished an uneventful visual approach to 24R.




Synopsis: B737NG Captain reported executing a go-around after encountering wake turbulence on short final at LAX in trail of a B767.
Date: 202106
Local time of day: 0601-1200
Location: PHL.TRACON, PA
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E PHL
ATC / advisory: TRACON PHL
Second aircraft: SR22
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Working arrival wall combined. Aircraft X inbound to ZZZ was vectored around weather to get the Visual Approach for ZZZ. I failed to make a point out to Departure Controller for the inbound aircraft as required and he was cleared for a Visual Approach and shipped to ZZZ Tower. I issued traffic for a VFR aircraft off the field before shipping to Tower. Departure Controller approved automated release for Aircraft Y off ZZZ. Aircraft departed ZZZ but was not on an IFR Beacon but instead on a 1200 code. Aircraft remained on 1200 code and was shipped to Departure Controller. This was in fact the VFR aircraft that I issued traffic for to Aircraft X prior to switching to Tower. Departure Controller assigned new beacon code and then saw the IFR inbound I had already switched to the Tower. Departure Controller immediately issued an Eastbound turn away from the other aircraft. I completely forgot to make the point out or hand off to the Departure Controller. For the last 15 months [the] schedule we worked combined so often I just didn't remember at that moment that ZZZ was not in my sector at the time. I needed to make the point out or hand off and be more aware of the room configuration and this event could have been avoided. This was just an accidental mental lapse in realizing the configuration of the radar room at the time.




Synopsis: A TRACON Controller reported they forgot to handoff an aircraft to Departure Controller.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While waiting for takeoff; I was advised to make a quick takeoff as there were five other aircraft in the traffic pattern and four inbound for ZZZ. I was also notified there were other aircraft in the traffic pattern with call signs similar to my own. Shortly after rotating; a pilot of Aircraft Y requested priority handling. I was advised to inform ATC once I was midfield on my downwind leg. As I flew downwind and approached midfield; ATC was communicating heavily with Aircraft Y that requested priority handling. I continued to fly the downwind past midfield; beyond my abeam point and past another aircraft on final. Once ATC finished communicating with the Aircraft Y; I informed them I was beyond my abeam point on my downwind leg. ATC then told me to immediately turn base and that I was cleared to land on Runway XX. I continued on my base leg and then turned final for Runway XX. I was on a stabilized glide path toward the runway with an airspeed around 70 KIAS. As I flew over the numbers I proceeded to land. My initial contact with the surface was hard and my aircraft slightly bounced up into the air. Upon second contact with the ground; the right wheel touched down before the left; and the aircraft began to veer to the right. I applied brakes; but inadvertently over-corrected with the right rudder. This caused the aircraft to quickly turn right and roll off the runway. Once the aircraft came to a complete stop; ATC asked me if I could get back onto a taxiway and proceed to the wash ramp. I confirmed I was able to do so and made my way back toward the [FBO] ramp.




Synopsis: PA-28 pilot reported a hard landing and loss of control resulted in a runway excursion.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost Hydraulic A System down to 12%. Called Dispatch and Maintenance Control. In holding for our destination when we started loosing more hydraulic fluid. Declared emergency and landed at a nearby divert airport. [Kept] Dispatch; Maintenance; flight attendants; passengers all in the loop. Landed normally. Stopped on runway for fire trucks to look us over and taxied into gate.




Synopsis: A B737 Captain declared an emergency then diverted to an enroute airport after loosing a large portion of the A Hydraulic system.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the lead for the inbound flight. The aircraft came in and stopped short of the spot. I noticed but chocked the plane so it wouldn't roll back. The gate agent was outside with me; I turned to her and asked you think the jet bridge can fit; because they do move from side to side. She said no; the plane would have to move forward a little bit. At the same time the flight attendant opened the door. I said excuse me ma'am but your going to have to close the door. I never tapped on the door. She said with a loud voice well these passengers have connecting flights they have to make it too; they don't have time to wait. I said well ma'am they are going to have to wait just a sec; it's not safe; we have to move this plane forward. I turned to the gate agent and said we are about to move it. At that time passengers are flying off the plane coming down those stairs connected to the door. I was shocked. The gate agent said what is she doing; but turned to open the door to get the people inside and not standing around by the plane. I called the supervisor; and my first thought was this is not safe; let me help these women off so they won't get hurt. So I'm helping the women and kids get off when this one [passenger] got off and behind her [the Flight Attendant] was dangling her son over the stairs. I hurried and grabbed him and brought him to safety. I couldn't believe what she was doing. After the passengers were off safely I waited for her to come down. I said well ma'am you didn't listen to me; you didn't follow safety protocol. She said well I did it before. I said well that wasn't safe; then she said well the gate agent gave me thumbs up. She didn't see her behind me. The gate agent said no I didn't and I also said no she didn't. Nobody gave you the go ahead. She said well I'll write a report about it later.




Synopsis: Air carrier ramp employee reported an unsafe situation occurred when the Flight Attendant released passengers to the ramp prematurely.
Date: 201203
Local time of day: 1201-1800
Location: MTPP.Airport, FO
Flight conditions: VMC
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower MTPP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Approach was ILS [Runway] 10 with a circle to Runway 28. I have now had the opportunity to observe 1 additional similar approach as well as fly one. The PAPI on Runway 28 gives conflicting data. The PAPI on the right side of the runway have shown 4 white or high while the PAPI on the left side of the runway have shown as low as 3 red and 1 white or slightly low on the left at the exact time. This conflicting data confused both the First Officer and myself as the pilot monitoring to the point it caused the pilot flying to get high causing a correction on short final. These vertical guidance lights are causing a lot of confusion and conflict. Please check these lights out. They cause confusion at a time that there needs to be no confusion.




Synopsis: Air Carrier Captain reports that the PAPI for Runway 28 at MTPP are misaligned with the lights on the right indicating high while the left lights indicate low.
Date: 201701
Local time of day: 0601-1200
Location: BFD.Airport, PA
Flight conditions: VMC
Weather elements / visibility: Icing; Snow
Light: Daylight
Aircraft: Falcon 10/100
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E BFD
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Observer
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While conducting a routine passenger flight under Part 91 in a Dassault Falcon 10; a problem arose on descent when it was discovered that our airport of intended landing was closed due to thick ice on the runway. The flightand departed at approximately XA57 local time. Due to the early showtime; I had downloaded our flight plan; weather; and NOTAMs the night before and reviewed them before going to bed. During the descent to the airport; I recalled that there had been freezing rain the night before; and called UNICOM to ask about the condition of the runways. UNICOM informed me that all runways were closed; and I in turn advised ATC. ATC then called the airport to double check; during which time I pulled out the notams to review. Sure enough there had been a NOTAM filed after our departure that both runways were closed. We advised ATC we would like to divert to Jamestown New York; JHW; and the flight diverted and landed there safely with no other issues.I believe this issue arose due to several contributing factors. First and foremost; the early show time was a primary reason I did most of my preflight planning and reviewing the night before; and thus neglected to review any updated NOTAMs the morning of departure.Secondly; our flight department normally operates in warmer climates. Despite being aware of freezing rain the night before; this could be a reason why I did not think to double check for runway NOTAM's again the following morning. Winter runway contamination has rarely been a factor at our normal warmer destinations. This could have caused a bit of complacency when it comes to winter operationsSecondly; our flight department normally operates in warmer climates.  Despite being aware of freezing rain the night before; this could be a reason why I did not think to double check for runway NOTAM's again the following morning. Winter runway contamination has rarely been a factor at our normal warmer destinations. This could have caused a bit of complacency when it comes to winter operations.




Synopsis: DA-10 First Officer reported descending into their destination only to find out all runways are closed from ice.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise; we got a Green Hyd Engine 1 low presure ECAM. All other systems were normal. We accomplished the procedure and then contacted dispatch and Maintenance Control. There appeared to be a discrepancy between the ECAM checklist and the AOM checklist that we referenced after accomplishing the ECAM. As I recall; the ECAM directed us to restore the PTU [Power Transfer Unit] in order to lower the landing gear. The AOM gave no such direction. Since our Green system quantity was almost zero; turning the PTU back on didn't seem to make sense. Maintenance Control agreed; and we left the PTU off for the rest of the flight. I briefed the Flight Attendents; declared an emergency and we landed in ZZZ. Because we had to gravity extend the landing gear; we had no nose wheel steering or normal brakes but backup systems worked as advertised. We did; however; have to wait for approximately 20 minutes to get towed off the runway.




Synopsis: When the flight crew of an A320 attempted to resolve a Green Hyd System 1 low pressure ECAM; they discovered a discrepancy between the ECAM Checklist and the more complete procedure in their Flight Manual as far as utilizing the PTU to extend the landing gear. They declared an emergency; landed safely and was towed to a gate after a 30 minute delay.
Date: 201306
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C SNA; Class E SCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Human Factors

Narrative: I had forgotten my GPS NAV cards after bringing them home to update; but had an iPad for current charts. I was heading south along the coast. I was watching the coastline for distance and clearance from the SNA [Charlie] airspace. [Because of] the haze around me I realized I felt too close to the shore. The iPad said it had lost the GPS signal. I immediately descended and turned away from shore fearing I was inside the [Charlie] airspace. I switched my radio to the guard frequency (121.5) and listened; but did not broadcast. I heard nothing. I believe the haze contributed since I was focusing on the immediate space around me and watching for traffic versus head in cockpit watching the iPad. I continued south for the flight and eventually turned to CRQ. On the return I made very sure I had plenty of space to land. I almost went all the way to Catalina (SXC) and then turned towards TOA. I landed without incident. I have two GPS units onboard and the iPad is the backup. I learned to only update one GPS at a time and I added an item to my checklist to confirm I have at least one operational GPS. I am not sure I violated the SNA [Charlie] airspace as I had no DME and did not trust the iPad but felt I should file this report in case. The distance and radials are approximate.




Synopsis: C172 pilot reports a possible Class C incursion due to loss of GPS signal to his iPad at 3;000 FT south of SNA.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise for about 1hr at FL310 enroute with 6 passengers and [a] Flight Observer; cabin altitude annunciator and warning tone came on. Verified that cabin alt was now in excess of 10;000 feet and pressurization differential was less than 6psi and declining. Requested an immediate descent to FL250. Despite 1500FPM rate; cabin differential was still declining and cabin altitude increasing. Briefly attempted to troubleshoot by selecting one bleed source OFF. Cabin alt immediately increased and red Master Warning and Cabin Alt illuminated. Returned to both bleeds on to prevent auto deploy of cabin masks. Masks did not drop and passengers were unaware of event. Had First Officer (FO) remove headset and listen for any abnormal cabin leakage noise. None noted. Attempted to adjust pressurization controller up and down but no effect. Advised ATC we were experiencing a pressurization problem and requested descent to 10'000'; but ATC was unable below 14;000 feet due to terrain. Requested and approved for VFR-ON-TOP with all-terrain in site and descended to 9;500 feet. Cabin differential continued to decay to 0 psid; however; cabin altitude did not exceed 11;000 feet and was not in excess of 10;000 feet for more than :30min. Aircraft was now approximately 100nm west of ZZZ. Course deviation was approved to go around terrain ahead and then direct ZZZ. Landing was completed without further incident. After deplaning passengers; Maintenance was contacted by phone and a ground test of the pressurization system conducted. No anomalies were noted. Maintenance control was again consulted and a Maintenance check flight scheduled for the following morning. Maintenance flight was conducted with climb to FL310 and no anomalies noted. Pressurization controller was cycled up and down with no adverse effect or unexpected changes. Maintenance control was again consulted and agreed it was reasonable to continue next revenue flights as planned. A contingency plan to join low airway structure at various points along the route was developed and brief by PIC and FO. All flights [following the incident] were conducted at FL300/FL310/FL300 with no pressurization abnormalities noted.

Callback: Captain stated after a maintenance inspection they were unable to find the cause for the loss of pressurization.



Synopsis: B300 Captain reported a loss of pressurization at FL310; a descent to lower altitude and successful landing were made.