elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Using the aviation layer of an app called 'MyRadar' I noted the previously existing TFR was no longer displayed though a nearby TFR was. As I am a member of the local Fire Protection District this made sense because no planes were flying and the helitack crews that were formally stationed at our airport were no longer present or flying.Feeling comfortable; I certainly won't give it credibility in the future; with the lack of TFR on MyRadar as well as my observations and knowledge about aerial firefighting activities being suspended I proceeded into the TFR on the assumption it was terminated. When I landed a friend notified me that he thought he saw the TFR on another app. I called Flight Service and discovered the TFR was indeed still in effect. In the future I will cross check several apps and/or flight service directly.




Synopsis: C185 pilot reported inadvertently entering a TFR that he thought had been terminated.
Date: 201411
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Troubleshooting; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Approximately five minutes prior to the event occurring; I relieved the previous controller in which a position relief briefing was given.  The previous controller had Aircraft X on a vector to follow Aircraft Y into CLT due to WX and winds being more favorable for Aircraft Y to be ahead of Aircraft X.  The previous controller stated that Aircraft Y was proceeding direct; however it was not made clear if Aircraft Y was proceeding direct CTF or BOOZE intersection; which is 5NM west of CTF on the arrival.  CLT is hosted by ZTL; and there are known interface issues between ZJX and CLT transitional aircraft.  Due to these issues; ZJX is unable to amend flight plans on the HUSTN or CTF arrivals into CLT.  Because ZJX is unable to amend the flight plans; when aircraft are cleared direct these fixes on the STARS; the updated routes are not input to the NAS.  Once I observed Aircraft X 5NM behind Aircraft Y; I cleared Aircraft X direct BOOZE.  At this time both aircraft were within 20NM of BOOZE and descending to 110.  I then observed compression between Aircraft Y and Aircraft X and instructed Aircraft X to reduce to 250KTS.  Once the speed restriction was issued; I also noticed Aircraft X was on more of a course direct CTF rather than BOOZE; which I thought Aircraft Y was proceeding to.  I then cleared Aircraft Y direct BOOZE and Aircraft X a vector 20 degrees right of course.  At this point; separation was lost.  Once I gained lateral separation; I cleared Aircraft X back direct BOOZE.Route amendments should be allowed on aircraft transitioning from ZJX to CLT airspace; and all information should be relayed in relief briefings.




Synopsis: ZJX Controller reports of automation that does not work well and causes confusion with controllers if aircraft are or are not direct certain fixes.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All crews should be informed and knowledgeable about emergency procedures in order to be prepared for such unexpected events in flight.After an uneventful preflight preparation and exterior inspection we departed ZZZ; myself as Pilot Flying and the Captain as Pilot Monitoring. We climbed to planned cruise altitude without issue. Shortly after reaching cruise and just south of ZZZ1; an ECAM message and associated chime presented on the lower ECAM screen indicating 'ENG 1 SYSTEM FAULT'. We worked through the indicated actions and referenced the COM procedures. As the engine was reduced to idle thrust only; we began a descent and began diversion planning as it became clear that we could not continue to ZZZ2 with this issue at the lower altitude required on a single engine at ZZZ3. Initially ZZZ was selected; but while I was flying and communicating with ATC the Captain in consultation with the dispatcher elected to divert instead to ZZZ4. With plenty of time to prepare we did all necessary tasks for the diversion and proceeded to an uneventful landing on ZZZ's longest runway; XXR; with fire/rescue services on standby. After landing with no issues we taxied to the assigned gate and shut down the aircraft without issue.




Synopsis: A320 First Officer reported an in-flight engine problem required a diversion and single-engine approach and landing.
Date: 201403
Local time of day: 0001-0600
Location: OKAC.ARTCC, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center OKAC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
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 Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Control cleared us direct to GADSI. Captain read back GADSI phonetically and we proceeded direct. 10 minutes later Control said we were supposed to go direct TASMI. We were given a vector to intercept on course. No further action or unusual events ensued.Misunderstanding and language issues on behalf of Controller.Perhaps change one of the names of either point GADSI or TASMI to sound significantly different. Controller could perhaps pay more attention to a phonetically spelled read back.




Synopsis: A hearback\readback breakdown in communication between a B777 flight crew and ATC resulted in a temporary track deviation in the Middle East.
Date: 201309
Local time of day: 0601-1200
Location: PHL.Airport, PA
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Passenger; Person Flight Attendant
When detected: Other Deplaning
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: A man was leaving the aircraft and he hit his head. There are 2 factors contributing to this man hitting his head. 1. Low clearance of the doorway on the Dash 8. 2. He was wearing a baseball cap which may have prevented him from seeing the low clearance.




Synopsis: A Dash 8 Flight Attendant reported a deplaning passenger struck his head on the top of the doorway as he was exiting. The reporter cited the low aircraft doorway and the possibility the passenger's baseball hat obscured his view as possible causative factors.
Date: 201808
Location: ZZZ.ARTCC, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: Approximately one hour and fifteen minutes before the end of my break I was startled awake from a deep sleep by a loud bang outside/against the crew bunk. One of the flight attendants apologized profusely for 'accidentally dropping a dish which hit the floor and the wall of the bunk.' I asked her why there were carts in the area when company policy is for carts to not be placed in the area after the first meal service and for the duration of the flight. She apologized again and said that she would try to be more careful. I emphasized that the carts were not supposed to be there and she said she would try to be more careful. I would like to point out that this was a VERY nice and professional crew but that they simply are not getting the message from Operations. I do not blame most of the flight attendants for this - they are not correcting the problem because they are not being told by management to correct the problem. This should be handled institutionally by [management] to ALL flight attendants who work the 777 models.Meanwhile my FAR117 mandated crew rest was grossly disturbed and I could not fall back asleep. What makes this even more critical is that this city pair was recently approved for an FRMS (Fatigue Risk Management System) exemption. This gross safety violation has been occurring for the almost four years that I have been based in ZZZ. There should be NO carts or carriers or any personal belongings placed by door 1L during the flight. Yet it just keeps happening.




Synopsis: B777 Captain reported a continuous issue with the crew rest area.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Rejected takeoff at 110 knots due to loss of all flight instruments. [The cause was attributed to] several loose coax cables.[The reporter suggested] regularly check coax cable connections to important flight instruments data buses.




Synopsis: Air Carrier Captain reported loss of all flight instruments during takeoff. Captain executed a rejected takeoff.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 15
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: The return flight to my home airport was an uneventful flight; beautiful day with sun and light winds around 5-10 KTS. As I approached the area; I monitored the CTAF and listened to the airport traffic. The two other aircraft I returned home with from the fly in had already landed ahead of me. At the 10 mile point I called my position; South/East and 2500 feet. The airport was clear of any weather and was visible at more than 10 miles. During my approach to the airport I listened to three aircraft making calls for landing Runway 31; and heard they were clear of the runway after landing. I continued my approach calling at 5 miles; 3 miles; and pattern entry. I entered the pattern at 2200 feet; about 1.5 miles on the base leg for Runway 31 and set up for a normal landing. I adjusted power for approach and when I was in ground effect I reduced power to maintain appropriate speed to touch down. The tires squeaked the runway at centerline; and I lowered the tail and held back pressure on the control. The wind direction at landing was a quartering headwind from the Right (from the Northeast). As the aircraft slowed to approximately 15-18 mph on the ground taxiing; the left wing was violently raised by an unpredictable; sudden; and extreme change in wind speed and direction; followed by the tail until the aircraft was balanced on its nose. Then if fell over on its back. As it was falling the propeller came to a stop and when no movement was felt I got out of my harness and exited the aircraft. There was no fire; so I returned and turned off the master switch.




Synopsis: The pilot of a tailwheel Experimental Light Sport aircraft reported a loss of control on landing due to a sudden change in wind speed and direction.
Date: 201503
Location: ZZZ.Airport, US
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: While starting a field standby I reviewed a note about a FOM update. I pulled out my iPad to see that it was updated only to find that I had no Company APP folder. It had been removed from my iPad without my knowledge. That is I had no flight manuals; FOMs; ETC. I asked somebody in the flight office and they said 'Yes; hundreds of pilots have had that happen.' That would have been nice to know before I climbed into the cockpit.




Synopsis: A pilot attempted to update his iPad because of an FOM change and discovered that all Company material and manuals had been deleted from the APP folder. Others reported the loss also.
Date: 201512
Local time of day: 1201-1800
Location: ASE.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ASE
ATC / advisory: TRACON ASE
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Airspace Structure
Primary problem: Airport

Narrative: While performing the circle to Runway 33 in ASE. The pilot flying disconnected the autopilot and the beginning altitude of 9;200 feet for the circle 33 was set. Hand flying decent rate triggered the EGWS warning. We initiated full power and go around pitch attitude; but we were already past the mountain that triggered the EGPWS. We were still well within a safe distance from airport to continue the visual circle maneuver. This was during day VMC conditions with a light wind out of the north.We should have continued the LOC 15 approach even after we went visual. This would have most likely prevented the aircraft EGWS warning from going off.


Second narrative: In the visual decent into ASE for the circle to 33 Approach; I received a GPWS pull up. After applying go around power and clear of GPWS conflict I initiated the visual decent to set up for the circle 33 approach.


Synopsis: The flight crew of a regional airline; performing a visual approach to a mountainous airport; reported receiving a terrain warning while circling to land. The pilot flying executed an escape maneuver; and after determining that the terrain was no longer a factor; completed the approach and landed uneventfully.
Date: 201511
Local time of day: 1201-1800
Location: MMMX.Airport, FO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: For nearly a year; the approach fix MAVEK is not auto loaded into the FMGCS when the ILS 05R is selected. It is; however; co-located with SMO. Since most pilots have flown into MMMX enough; we understand how to configure the FMGCS to work for us. There are numerous tips both on 10-7 page and elsewhere to assist the pilot.However; by now the situation should have been resolved and has not been. It is a matter of time before two inexperienced pilots go in there and cannot find MAVEK in the box or try to manually insert it and end up with a mess at a very critical time. In addition; if one tries to use total automation; the step down altitude from 9;200 feet to 8;800 feet at PLAZA. The airplane will always be a touch too high to intercept the glide slope. As a result; it will revert to V/S and fly right through the glide slope and get high.Obviously; all of these problems can be solved by going manual and hand flying the approach from MEX 05 all the way down; but can easily catch a new pilot off guard. (Relying on go arounds at Mexico City is not much of a plan)




Synopsis: A320 Captain reported MMMX 05R Approach does not load properly in the FMCGS.
Date: 202012
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Due to COVID-19 the following statements need to be remove or change for the Technician performing the task.task# XX(A) put the mask-regulator unit on your head and your face.task# XX1Breathe through the mask-regulator unit with dilution control lever set to N (normal) and when it is at the 100% position.Remove or make an amendment to skip the step; it's also on the Y type aircraft manual.




Synopsis: Maintenance Technician reported wording in maintenance instructions needs to be changed to accommodate for COVID-19 policy.