elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: A320
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: I have less than 20 hours of experience at the sector after certification. It is a new sector; as a result of the airspace redesign. I took the hand off on an A320 out of FL310 climbing to FL360. As I took the hand off; I realized that his climb was in confliction with the B757 at FL350. Being new to the sector; I ran through the options I had to resolve the confliction. I decided not to stop the A320's climb at FL340; because I would have been stopping him in another sector; and they had converging traffic at FL340. I decided to turn the A320; and did the coordination to turn him while he was still outside my airspace. I asked the A320 if he could be level at FL360 in time to clear the B757. I did not issue a time clearance. He said he would be level; but I still issued the turn away from the B757. As I watched the situation; I realized that the A320 would not top the B757; so I turned the B757. I did not turn both aircraft enough to ensure 5 miles of separation. Recommendation; possibly have a requirement in the SOP for Sectors X and Y only climb southbound traffic to FL340 and hand them off to Sector Z if they will not be level at FL360 or higher within 10 miles of crossing the common sector boundary. Additionally I lack experience/time at the sector due to the facility's airspace redesign.




Synopsis: Enroute Controller described a loss of separation event when failing to issue corrective action in a timely manner; the reporter listed experience level and familiarity with new airspace as contributing factors.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; Rain
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: After parking brake set at gate; aircraft continued to move forward very slowly as englines [were shutting down] with ince on ramp. Parking brake was set with good pressure.  Aircraft moved forward approximately 3 feet.  Most likely cause of movement was ice of ramp and residual thrust from engines as they spooled down.


Second narrative: After taxi in; the Captain followed the Marshaller's command to stop the aircraft. Captain set the parking brake. However; before the engines were shut down; we noticed a very slight aircraft movement forward. We shut down the engines which arrested the movement. We think we slid approximately 3 feet forward with the park brake set.


Synopsis: A319 flight crew reported the aircraft slide forward with the parking brake set at the gate due to ramp conditions.
Date: 201704
Local time of day: 1201-1800
Location: EWR.Airport, NJ
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: Climb
Airspace: Class B NYC
ATC / advisory: Tower EWR
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On takeoff runway 22L at EWR we encountered wake turbulence from a 757 in front of us. Minor [deviation] of 10 degrees. Made announcement to passengers of what it was. No loss of control and no damage.




Synopsis: B737 Captain reported a wake turbulence encounter from a B757 resulted in a track deviation on departure from EWR.
Date: 201707
Local time of day: 1201-1800
Location: LGMK.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center LGGG
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: PIC loaded the VOR Approach. At first; he proceeded direct to the VOR 6 point; part of the procedure turn; when instructed to proceed direct to the VOR. However; this was resolved with FO input (reluctantly accepted by PIC); and we proceeded direct to the VOR 5;000 feet. PIC asked if we were cleared for the approach. I said 'Let me confirm'. Altitude alerter set at 5;000. ATC said: 'Maintain 5;000 to the VOR. Upon reaching the VOR; cleared for the approach.' PIC said to reset altitude selector to 3;500; which is the published VOR crossing altitude. Tone of cockpit up to that point was less than full CRM with PIC expressly stating that he preferred less input from FO. FO queried PIC; but PIC insisted on 3;500. As I recall; this was non-radar environment. ATC asked our altitude as we approached/crossed VOR. 4;000. ATC: You were instructed to maintain 5;000. I have traffic below you. Maintain 4;000 now.' Apparently; we still had acceptable separation at that point.CRM is important at all times and even MORE (not less) important when operating in foreign airspace (accents; unfamiliar procedures); and under the pressure of slot times (PIC seemed stressed about departure/arrival slot times).




Synopsis: Gulfstream IV First Officer reported they descended below the altitude they were cleared to on the LGMK VOR 6 Approach.
Date: 201910
Local time of day: 1201-1800
Location: MSP.Airport, MN
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower MSP
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Stable approach in strong gusty winds resulted in firm landing causing scissors separation. Flight attendant notified us that ground personnel informed him of damage to right main gear. We went to inspect and discovered that a pin had failed causing scissors separation and hydraulic leak.


Second narrative: Stable approach in very gusty conditions with minor corrected deviations. Flare resulted in firm landing. Post arrival at the gate; a flight attendant informed us that ground personnel wanted us to look at the landing gear. Upon inspection it appeared that the pin at the joint on the scissors on the right main landing gear was partially displaced with a line broken and leaking fluids.It is unknown to me at this time what the cause was; possible late flare resulting in firm landing or some other mechanical failure.Begin flare earlier. In training I was taught to flare at 30 ft. above touchdown. In the simulator that appeared to be acceptable but in actual flight it seemed different.


Synopsis: B737-800 flight crew reported that gusty winds on approach resulted in a firm landing and damage to the landing gear.
Date: 201205
Local time of day: 1801-2400
Location: HYA.Airport, MA
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class D HYA; Class E K90
ATC / advisory: TRACON K90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working ACKAR/ACKDE position the HYA/PYM asked me if I had RADAR contact on a PA28. He had apparently lost RADAR on the target while vectoring for an approach into HYA from the west. I said yes and tagged up the target and started a hand off so that he could see where the aircraft was. The target was lost off the FMH ASR-8 for about 2 minutes when the HYA/PYM Controller informed me that he had an acceptable RADAR return and I could stop the hand off flash. The FMH ASR-8 has had known issues in the past and was recently digitized. This procedure has stopped the occurrence of RADAR reflections that we were experiencing. However; the amount of lost targets appears to be increasing. The performance of the FMH RADAR needs to be critically analyzed and controllers need to be briefed on what limitations exist.




Synopsis: K90 Controller voiced concerns regarding the FMH ASR-8 RADAR equipment.
Date: 201401
Location: ZZZ.Airport, US
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Mission: Other Gate Reposition
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The First Officer; the Flight Attendant; and I boarded the aircraft to reposition it away from the customs area. I started the number two engine. I did my after start flow and waited until the gyros were spooled up. All systems checked normal and the hydraulic pressure was in the normal range. I taxied away from the parking space over to spot; which is opposite the air carrier gates. During the taxi I made two stops and three 90 degree turns. As I approached the parking spot I realized that the brakes and steering were not responding to control inputs. I pulled the fire handle to shut off the fuel to the engine. We were headed slightly downhill so the aircraft was not slowing down. We continued rolling at about 5 miles per hour. The aircraft had entered a slight left turn. The First Officer then pulled both of the condition levers back to fuel cutoff. The aircraft began turning slightly sharper to the left. After about a 180 degree turn the aircraft struck an air stair with the left wing. The aircraft then continued its circle and struck the air stair a second time with the radome and the fuselage abeam the captain's seat. The aircraft came to a stop at this time. After the plane stopped I looked down and saw that the hydraulic pressure in the accumulators was at zero psi. I then turned the hydraulic switch to the override position and the pressure pumped up into the normal range. While taxiing; the hydraulic switch had been caged in the auto mode.




Synopsis: While taxiing to reposition; the aircraft's hydraulic system failed followed by the loss of steering and brakes; so out of control the aircraft struck air stairs with a wingtip; turned 180 degrees; striking the stairs again with the radome.
Date: 201307
Local time of day: 1201-1800
Location: MYF.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Flying; Single Pilot
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Turned close-in downwind and had received and acknowledged a clearance for the option 28L. Traffic called - helicopter southeast at 800 FT responded 'looking; I'm at 1;200.' Looking out the right side for chopper. Very close to the airport; assumed I was inside the chopper traffic. Faster aircraft behind me.At the abeam point Tower again cleared me; stating I was number one. I again recited 28 left with my abbreviated N-number; and said 'I will make it quick;' thinking that the Stearman behind me was gaining. Again; I thought the helicopter was southeast of my position; and was not aware he was landing.He saw me first; and took evasive action. This was very close to the airport. I did not see him until it was over - he was above me; framed in my windshield.


Second narrative: While returning to MYF in Astar helicopter a near midair occurred. I was manipulating the controls from the right front seat. I was cleared for landing at my own risk (our pad is at a non-movement area.) While executing a steep approach to the dolly; I heard [another crewmember] voice his concerns regarding a Cub flying toward us. A 'VERY' short time later I heard both [other crewmembers] say in an emergency tone of voice; 'Pull Up.' Our helicopter was less than 40 KTS; less than 300 FPM rate of descent; approximately 300 to 400 AGL and very short final. I immediately pulled the collective up to arrest the descent rate and observed the Cub come out from under the right side of the helicopter. I was unable to safely continue the approach to the dolly so I executed a 360 to return for landing. This situation could have been avoided if the operator of the Cub would have not deviated from ATC instructions as he/she executed a very short approach without authorization. Piper Cub was on base leg at the approach end of Runway 28 instead of the FAR/AIM prescribed 1/4 mile.


Synopsis: Although not yet in visual contact with helicopter traffic in the pattern the pilot of a Piper J-3; number one for the runway; set up for a short final and experienced an NMAC with the traffic.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
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 Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon descent; the First Officer (pilot flying) extended the flight spoilers. Moments after extending the spoilers; the flight crew recognized the aircraft entered an uncommanded roll. This was followed by two caution messages: OUTBOARD (OB) SPOILERONS; OB FLT SPOILERS.Captain handled QRH and determined to extend landing distance by 25% and land on longest runway. [Priority handling was requested]; flight attendants briefed; passengers informed; dispatcher notified; and flight crew advised ATC to have emergency vehicles standing by. After a beautiful landing performed by the First Officer; the flight crew terminated the [priority with ATC] and continued to the assigned gate. Flight arrived at the planned gate without any injuries or aircraft damage. Maintenance was notified and they directed the Captain to perform a circuit breaker reset to fix a PCU jam. Once completed aircraft was returned back to service.Cause- OB SPOILERONS; OB FLT SPOILERS caution messages in flight.Suggestion- Properly maintain the spoiler PCUs so they don't jam.




Synopsis: CRJ-900 Captain reported an outboard spoilers malfunction that caused an uncommanded roll; QRH procedures were followed and aircraft made a successful landing.
Date: 201507
Local time of day: 0601-1200
Location: SUA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: UNICOM SUA
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: I was taxiing out for takeoff on rwy 12 early in the morning before the tower was open and I believe I was the only aircraft moving on the field. I noticed a few noise abatement signs during the taxi so I made a mental note to use full runway length. When I taxied on to the rwy from the taxiway I noticed I was leaving runway behind me so I decided to turn around and capture all of the runway surface. As I was doing this I was finishing my before takeoff checklist and taxing very slow. About 45 degrees into my turn I inadvertently made contact with a portion of the EMAS blocks at the end of the runway.The plane was easily removed from the EMAS and no damage occurred to the plane. This could have been prevented if I had waited to finish my checklist until I was completely done with the turn.I have a question; why is this EMAS painted the same color as cement and looks like cement? Why is it not painted some bright color like yellow; orange or red? Camouflaging it to look like cement seems counterproductive to me.




Synopsis: A distracted small aircraft pilot preparing for takeoff at SUA airport intended to utilize the full runway length and taxied beyond the runway end because he did not clearly see end markings. He made his 180° turn in the adjacent EMAS which appeared as a runway overrun.
Date: 201504
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B LAX; Class E SCT
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was flying VFR from RIV and my iPad overheated and my panel mount GPS lost signal and I might have entered Class Bravo airspace while transitioning from PDZ or VNY due to my electronic charts being offline as well as my GPS.




Synopsis: PA28 experiences loss of both iPad charts (overheat) and his panel mount GPS (signal) during VFR flight adjacent to and possible entry into LAX Class B airspace.