elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Flap/Slat Indication
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Time Pressure; Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Human Factors; MEL; Aircraft; Manuals; Procedure
Primary problem: Human Factors

Narrative: We received a gate call for a 'Flap Low Speed' Message. We verified the fault when we arrived at the aircraft and proceeded to place a Flap Channel on MEL. We checked the maintenance section of the MEL to see if there was guidance to verify which channel was inoperative; there was no guidance found. We went through a procedure of pulling Circuit Breakers (C/Bs) to verify which channel we should defer; this is how we determined to defer Channel Two. The maintenance function was completed for the MEL of Flap Channel Two and the flaps operations checked 'good' with Channel One in command (no 'Flap Fail' message). Maintenance Control was contacted by me to place Flap Channel Two on MEL. At this time I went over the procedure with Maintenance Control to verify the steps used to determine which channel was to be deferred and I was comfortable that we checked it properly and proceeded to defer Flap Channel Two. The aircraft left ZZZ for ZZZ1 and on approach to ZZZ1; the aircraft flaps failed and the aircraft diverted to ZZZ2. MEL book was used. Checked the maintenance procedure section of the MEL book on how to properly determine which channel was faulty. No information was provided by the MEL book; at that time I contacted Maintenance Control for guidance on determining faulty channel. I misunderstood information given by Maintenance Control which led to improper channel being placed on deferral. [Recommend] more detail in the maintenance section of the MEL for figuring out which channel was inoperative. Reference material not clear. [Scheduled departure] pressure.

Callback: Reporter stated the aircraft was an ERJ-145 aircraft and believes a Flap Channel had failed inside the Flaps Electronics Control Unit. The 'Flap Low  Speed' indication was an EICAS message.



Synopsis: A Line Mechanic describes his efforts to troubleshoot and determine whether Flap Channel One; or Channel Two had failed after a 'Flap Low Speed' message appeared on an ERJ-145 aircraft. Aircraft later diverted due to flaps failed again on approach. Incorrect Flap Channel had been deferred.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: Cabin Address System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was PF (Pilot Flying) on flight from ZZZ to ZZZ1. During the landing phase of flight approximately 1000 ft AGL; the evacuation alarm began chiming; well in excess of 100 dB. The Captain; PNF (Pilot Not Flying); attempted to isolate the alarm by silencing the evacuation command before landing; but the alarm would not silence. I landed the aircraft on Runway XL at ZZZ1 and transferred control of the aircraft to the Captain at approximately 60 kts. At a safe taxi speed and with my after landing flow completed; I noticed that the evacuation annunciator light was illuminated. I attempted to silence the alarm as well; but the alarm continued to sound. Our taxi instruction were to follow a region jet ahead of us to taxiway SS. I subsequently coordinated with Ground to taxi to the C holding pad and attempted to silence the piercing alarm; but I had no success. I coordinated with the Flight Attendant to ensure nothing was wrong in the back and confirmed that they had not activated the alarm. We determined that the PA (Public Address) system or the crew intercom system was not operational at this point. After some troubleshooting in coordination with Maintenance; the Captain and I decided to taxi the aircraft to the gate and to turn the aircraft over to Maintenance to troubleshoot the system there. We received standard taxi instructions to SS then hold short of T6. I attempted to reduce the noise by covering the evacuation speaker. I was distracted by the noise of the alarm; attempted to cover the speaker with my hand; as well as attempting to coordinate with Maintenance when I realized we had missed the turn onto taxiway SS. The Captain immediately stopped the aircraft and we coordinated with Ground for a new taxi assignment. We then proceeded to the gate with the new taxi route assignment. The alarm only silenced when Maintenance removed all power from the aircraft.




Synopsis: A319 First Officer reported a malfunctioning evacuation alarm sounding in excess of 100dB; causing them to miss a turn during taxi to gate.
Date: 201507
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: IMC
Light: Daylight
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Human-Machine Interface
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Airport

Narrative: During our approach to runway CLT 36R; [a flight] (#unknown) informed the tower that they would need to return to the gate. For whatever reason (taxiway construction? and aircraft awaiting takeoff on the east side of the runway); the tower chose to taxi the aircraft from the approach end of 36R to an exit taxiway farther down the runway to rejoin C taxiway.By doing this; our glideslope signal was disturbed causing the Avionic Flight Control System (AFCS) to pitch up to follow the distorted glideslope signal causing a sudden upset during final flap extension. The aircraft was stable; configured properly and the AFCS was engaged and properly tracking the localizer and glideslope prior to this disturbance. Noticing the rapid decrease in airspeed; the AFCS was disengaged; pitch reduced and thrust increased to stabilize the aircraft. Because of the rapid change in pitch attitude; the aircraft descended below the glideslope while regaining airspeed.  This resulted in a low altitude warning from the tower. By this time; the aircraft was in visual conditions; the runway and the Vertical Glideslope Indicator (VGSI) were in sight and we were in a position to continue a stable visual approach to landing.The aircraft behind us on the approach also complained of ILS disturbance during this same event.




Synopsis: The flight crew reported that; during a critical phase of their approach; the ILS glideslope signal was disturbed by an aircraft taxiing down the runway. The autopilot was quickly disengaged; however the aircraft momentarily descended below the glidescope; generating a terrain proximity warning from the control Tower. A timely correction was made and the approach and landing were completed successfully.
Date: 201605
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: We departed SMF on the SCTWN2 departure and after DOSCO were cleared to OAL LIDAT BTY. We were deviating around some build ups after DOSCO and were cleared to LIDAT when through deviating. No further weather was depicted; and so we proceeded to LIDAT. The tops of the cloud layer were at FL290; our altitude; so we asked for FL310. Due to traffic; ATC wasn't able to give that to us. We started to encounter moderate chop; so the captain made an announcement for the flight attendants to take their seats. Shortly thereafter; we encountered moderate turbulence. The number two flight attendant was in the aft galley and hit her head. The numbers three and four flight attendants had the cart in the aisle. They hit their hip and back; respectively. There was an EMT on board who checked out their conditions.While we were waiting for the EMT's report; we started to initially think about diverting to FAT; as it was the closest airport behind us. We then changed to LAS; as we were proceeding in that direction and there was no weather to deviate around. When we got the report that there was no immediate need to land; we proceeded to continue to destination. Flight attendants were taken to the hospital and released that night.


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


Synopsis: B737-800 flight crew reported encountering moderate turbulence at FL290 that caused injury to two flight attendants. Flight continued to destination.
Date: 201812
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We received a line up clearance onto Runway 04R. The line up check was completed. Pilot monitoring inadvertently followed with the callout 'Lights on; brakes off; heading verified'. I did not pick up the error and I started to advance the thrust levers and shortly after we heard the call from Tower to hold position. The Captain took control and the aircraft came to a stop. The power had not been set for take off. We had the takeoff data to allow a takeoff from that position. We proceeded with a normal takeoff from that point once the takeoff clearance was received.I need to be absolutely vigilant on the status of our clearance.




Synopsis: EMB-145XR First Officer reported loss of situational awareness after receiving takeoff line up clearance.
Date: 201210
Local time of day: 1201-1800
Location: ASE.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D ASE
ATC / advisory: Tower ASE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airport
Primary problem: Ambiguous

Narrative: We were executing the Roaring Fork visual into Aspen when Tower cleared another aircraft for departure. The departing aircraft was climbing up the valley from Aspen on our right as we were descending. Tower advised us of the aircraft and asked us to shoot a straight in approach because of the departing traffic. We moved to our left for a straight in approach and were on the PAPI lights well clear of the climbing traffic and any terrain. When we were over the last bit of terrain just prior to the valley Tower called us and said she was getting a low altitude alert and for us to climb. We continued the approach and landing without incident. At no time did we perceive that we were to close to any terrain.Aspen should not clear an aircraft for departure on the west side of the valley from Aspen when there is another aircraft on the Roaring Fork visual.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: While descending straight in to Runway 15 in VMC at ASE to accommodate a southbound departure on the west side of the valley; a G-200 triggered a low altitude alert from the Tower. They acknowledged the alert but continued to an uneventful landing with the airport and terrain in sight.
Date: 201712
Local time of day: 0601-1200
Location: LAX.Airport, CA
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: Initial Approach; Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During descent on the STAR and cleared for the ILS Approach; at approximately 9300 feet; the First Officer saw a white drone pass under our right wing at approximately 9100 feet.




Synopsis: A B737 Captain reported a near miss with a drone.
Date: 201409
Local time of day: 1801-2400
Location: MHR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower MHR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Airport
Primary problem: Airport

Narrative: Landing at MHR we heard on ATIS that there were 35 foot barriers on each side of runway 22L; at an unknown distance from the edge of the runway.  As it turned out; the barriers did not exist.  The tower claimed that ATC had notified 'our safety department' and all was approved for us to use that runway.  Only after I received official notification from the MHR tower that I was guaranteed full length and width of the runway; did I decide it was safe for landing.  On landing rollout; although it was dark; there appeared to be some 2x4 type boards lying along the sides of the runway; and not directly on the runway.  However; if a 35 foot obstruction had been located there; it would have been very difficult to miss it.  If the airplane were only several feet from centerline; a collision would occur.  Apparently the 35 foot obstructions will indeed be placed there in the near future.




Synopsis: Air Carrier Captain learns of 35 foot barriers along the side of Runway 22L at MHR from the ATIS. The Tower informs them that there are no barriers; yet.
Date: 202111
Local time of day: 1801-2400
Location: P31.TRACON, FL
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class E P31
ATC / advisory: TRACON P31
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Both PNS (Pensacola) and HZR (New Roads - False River) use the same VHF 121.25 for respective ASOS and ATIS broadcast. The HZR ASOS signal is stronger and prevents reception of PNS ATIS. We have received complete information only after talking to Pensacola Approach Controller.




Synopsis: Air carrier First Officer reported PNS and HZR airport ASOS and ATIS broadcast on the same frequency; with HZR being the stronger output.
Date: 201501
Local time of day: 0601-1200
Location: DAL.Airport, TX
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B DAL
ATC / advisory: TRACON D10
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Were cleared for ILS 31R and asked to maintain 170 to DATLE. Outside of DATLE; autopilot captured glideslope. After passing DATLE; I called for flaps 30 then 40. At approximately 2000 FT MSL the glide slope oscillated vertically (as if departing aircraft crossed critical area) and the autopilot increased our rate of descent. Shortly after this we received the GPWS caution 'Caution Obstacle'. I disconnected autopilot and slowed our descent rate. At this time we were visual and made a normal landing in the touchdown zone. With a heavy aircraft and a slight tailwind on final; our rate of descent contributed to the GPWS caution. Having flown this approach before it was disconcerting to receive this caution while stabilized on the Localizer and glideslope with the autopilot coupled. With the tailwind we should not have accepted the 170 knots to DATLE; which would have allowed us to fully configure prior to DATLE.




Synopsis: Air carrier First Officer experiences an EGPWS 'caution obstacle' during a coupled ILS approach to Runway 31R at DAL. The glideslope had oscillated up then down and the autopilot followed the glideslope; triggering the caution. The autopilot was disengaged and the approach continued to landing.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.ARTCC, 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: FMS/FMC
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: As the aircraft was leveling at 370 with the autopilot and autothrottle engaged; the Flight Attendant brought our breakfast to the cockpit. The Captain was monitoring the aircraft while I got out of my seat to open the door and retrieve the meals. After sitting back down in my seat; I glanced down at the airspeed and saw it rapidly decaying to green dot. I then looked at the airspeed window on the display management panel and noted that a speed of 205 KTS was displayed in the speed window. I made a callout to the Captain of 'airspeed.' We did not have enough thrust to stop the airspeed from deteriorating; so the Captain disconnected the autopilot and lowered the nose to accelerate. As he lowered the nose; he began a gradual descent. He then instructed me to call ATC and ask for a block altitude. As he was asking me to call ATC; Center called us and asked us our altitude and we requested a block altitude of 330-370. The request for the block altitude was granted. I was quite busy monitoring the airspeed and radio; but I believe we descended 500-600 FT to get the airspeed back and start climbing. We climbed back up to 370 without any further incident.

Callback: The First Officer reported that the Captain entered the performance data during preflight and when scrolling through the Performance Preflight pages somehow skipped over the Climb Performance page and in the following page; Cruise Performance; entered 205 KTS. As a result; when the aircraft leveled at FL370; just as the reporter was retrieving crew meals; the aircraft slowed toward 205 KTS and the Captain did not immediately see the decrease. As a result; the heavy A320 could not accelerate by thrust alone and so an altitude decrease was necessary.



Synopsis: An A320 Captain entered the preflight performance data and apparently skipped the Climb Performance page and entered 205 KTS as the Cruise Performance airspeed parameter which resulted in a speed loss during transition from climb to cruise.