elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: MCO.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MCO
ATC / advisory: TRACON F11
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Time Pressure; Fatigue; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Procedure; Weather; Human Factors; Aircraft
Primary problem: Procedure

Narrative: We were approaching Orlando thru an area of multiple thunderstorms. The final Approach Controller was very busy and you could hear he was a bit tense. We were approaching the inbound localizer course for 17R at 6;000 FT which was 2;000 FT high since we were just outside ONNER Intersection. My copilot was trying to get a request in for lower; but the frequency was congested. As we approached at 6;000 were were getting higher by the minute. We finally were cleared to 4;000 ft. I selected FLCH  4;000 FT with full speed brakes. Shortly after we were cleared to maintain 4;000 till established on final cleared for the approach. I was in Flight level change descending from 6;000 to 4;000 when given the ILS approach clearance maintain 4;000 till established. I wanted to set up LAVS to the feather; so we would comply with the next two fixes HAMMY (3;000 FT)  & TUFFE (2;200 FT)  I selected LOC; Altitude to 200; VNAV; Speed. The VNAV did not engage. As I was focused on the LAVS setup the ac had just descended below 4;000 FT; so VNAV would not engage. We descended to about 3;700 FT and I hand flew the correction and approach. The weather was VFR. We landed without incident. In retrospect Using VNAV initially would have been a better choice considering the timing of clearance and aircraft rate of descent. Also FLCH would have worked also if I continued using it and not changing to VNAV. Changing methods of descent from FLCH to VNAV in such a time compressed event is not a good idea




Synopsis: When ATC held them high and then cleared them for the approach while still descending at a rapid rate; the pilot flying of a B737 elected to use FLCH and full speed brakes to attempt to get on profile. When utilizing the 'LAVS' procedure (Lateral nav mode/Altitude to which descending/Vertical navigation mode/airSpeed) to configure avionics for the approach VNAV was selected but; due to the high rate of descent; they had already passed through the last useable crossing restriction and; thus; VNAV would not engage. In VMC at the time; they then disconnected the automation and landed without incident.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Other All Phases
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Confusion; Fatigue
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The fatigue call that was made by myself and my First Officer was predicated by a very long day the day before as well as schedule changes on the day of the fatigue call.  On [date 1]; we flew 9.1 hours from ZZZ to ZZZ1 to ZZZ2 to ZZZ3.  We had 30 minute or less turns the whole day; both passenger legs required lav services; and refueling was required at each stop.  On approach into ZZZ1 we also had to break off the approach as the aircraft in front of us slowed down more than ATC anticipated.  On approach into ZZZ2 we picked up ice and frost underneath the wing clinging to the bottom of the cold soaked fuel tanks.  We attempted to start the process for de-icing; but multiple aircraft had to be moved on the ramp for that to occur per the FBO.  By the time the passengers arrived and bags were loaded the majority had melted and I used my hands to remove the rest.  The flight down to ZZZ3 was 4.0 hours due to headwinds and we arrived at night time.  The next day was only supposed to be one leg from ZZZ3 to ZZZ4 then it grew to include ZZZ4 to ZZZ5 once we got to the hotel.  Only about 30 minutes prior to departure from ZZZ3 the next day were we informed that the day had grown to ZZZ3 to ZZZ4 to ZZZ6 to ZZZ7 and then once we arrived in ZZZ4 it had grown again to include a 4th leg back to ZZZ5 from ZZZ7.  On our way into ZZZ7 we were informed by ATC that ZZZ Center would be going ATC zero for COVID cleaning and once we landed no clearances could be issued northbound.  This would necessitate staying in ZZZ7 for the night and a show at XM:0X am to arrive at ZZZ5 for the passenger leg at XP:00 am.  The fatigue from [Date 1] and [Date 2] would have only been amplified by the early show and so we decided it was not safe to continue as scheduled once we arrived in ZZZ7 for the night.  The fatigue was further evidenced by the fact that while we were getting our bags out at ZZZ7 we discovered that a passenger [bag] from the ZZZ3 to ZZZ4 leg had been missed and was still in the aircraft.




Synopsis: Air Taxi Captain reported calling off a flight due to fatigue from a grueling schedule they had for a couple of days.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: I was working Radar combined to the Tower. We are on COVID-19 schedules with reduced staffing. It was a VFR day and traffic was building. We had just made the decision to open radar off to the TRACON on the hour. Complexity was definitely increased due to working moderate to busy traffic in the Tower.  Aircraft Y was an IFR practice approach; climbing off ZZZ. Aircraft X was a ZZZ airport departure level flying eastbound. Aircraft Y wasn't able to be handed off to ZZZ approach due to his round robin flight plan. I was assisting the Tower Controller with 6-7-10 work and other tricks to get a handoff accomplished on Aircraft Y. Aircraft X asked if he had traffic; when I noticed Aircraft Y and Aircraft X converging. I turned Aircraft X to a 360 heading and descended Aircraft Y; but I think I lost separation. I didn't notice the converging traffic on the aircraft I was actual busy with trying to accomplish a handoff with. Aircraft X coming faster from the west didn't stick out to me as traffic heading northeast bound. Honestly I also forgot that I had climbed Aircraft Y to 7;000; I thought I had stopped him at 5;000. That doesn't make up for missing the traffic and altitude in my scan.Traffic picked up faster than expected and we probably should have split radar earlier. I should not have let myself get distracted with automation issues and should have stayed focused on the traffic. Also due to COVID-19 traffic has been much reduced; and honestly I got behind in ramping up with traffic that used to be normal but is now busy in the current situation.




Synopsis: TRACON Controller reported a loss of separation event and made reference to COVID-19 staffing levels as a contributing factor.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Thunderstorm
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
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: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ; my FO informed me that he was having problems trimming down the aircraft. As he voiced that statement. The message PTRIM MAIN INOP appeared on our ECIS. I aided him with the backup trim and the aircraft was in control. We then engaged the autopilot and it worked. During that time; I took the radios and read the QRH. As I reached the part of Main Trim Cutoff and push it. My FO informed me that the autopilot had not been following the flight director and he was going to turn it off. As soon as he voiced it- the autopilot disengaged and we got an ECIS message AUTOPILOT FAIL. At the same time a foul odor was smelt in the flight station. Our FA [Flight Attendant] rung to say that there was a foul odor in the cabin. With that we [notified ATC] and prepare the aircraft. We choose ZZZ1; [and] informed ATC. Advised the number of souls and fuel on board. I informed the FA and she prepared the aircraft without a need to brace. Obtained the weather for ZZZ2 and was given the ILS Rwy XX and thus prepared it. Obtained the speeds and flap settings. We landed safely and then I asked the FA if there was any smoke or if she could smell that foul odor. The answer was a negative and so we comfortably to the gate.




Synopsis: EMB-145 Captain reported a sudden onset of foul odor in the aircraft while handling a 'Pitch Trim/Auto Pilot' malfunction. Flight crew executed a diversion.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I took over the sector. The previous Controller told me Aircraft X was on the airway at 13;000 ft. I took over the sector; some time lapsed; and I began to see Aircraft X's tag flashing MSAW (Minimum Safe Altitude Warning). This happens a lot even when the airplane is established on an airway; I didn't think much of it. After about a minute I took a closer look and asked him if he was established on the Victor Airway. He said he was. I then looked up on the above-head map and saw where he was further south than where he was supposed to be. I measured and he was 6.7 miles away from the Victor Airway; he was in the 13;400 MIA (Minimum IFR Altitude) at this time. He looked to be on the Q route; opposed to the Victor Airway. I called over my Controller in Charge; told him and then gave him a low altitude alert; climbed him to 14;000. He then thanked me for the help a couple minutes later. The pilot must have put something wrong into his FMS; or was just flying the incorrect route. Lack of concentration on the pilot's end was the problem.




Synopsis: Center Controller reported an aircraft deviated off course and flew below the Minimum IFR Altitude.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fuel imbalance 900 LBS after leveloff; tried to open crossfeed valve; would not open. Noticed crossfeed CB tripped. Referenced QRH consulted Maintenance Control on radio and reset CB. Opened the crossfeed valve to balance fuel; CB tripped again. Imbalance continued to about 1;700 LBS while talking to Maintenance and discussing situation [we] decided to divert to safest and closest airport. Landed without incident. Mechanical failure of valve.




Synopsis: B737 Captain notes a fuel imbalance after leveloff; which cannot be corrected with the crossfeed valve. The valve circuit breakers are found tripped and reset; after discussion with Maintenance Control; but trip again when the valve is opened. Flight diverts to a suitable airport.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction; Confusion; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A very smooth landing was executed aligned with; and onto the centerline; of Runway 34L under conditions of a reported 8 KT wind essentially directed along the runway heading. When the nose wheel contacted the pavement the aircraft turned left immediately. Corrective action was taken by right rudder input and braking to no avail. The sharp left turn of the aircraft lifted the left main landing gear wheel off the pavement and the right wing tip contacted the pavement causing an arc of paint transfer onto the pavement for a distance of some 30 FT. Right wing tip contact resulted in a scrape mark on the underside of the right wing tip that is approximately 4 inches in length and is repairable. The right wing tip strobe globe was broken as well. The oleo strut was collapsed and loss of strut fluid was obvious. Initial investigation by mechanics identified a lack of steering control of the nose wheel by rudder pedal input. This occurrence (unplanned runway departure) was the result of mechanical failure of a direct rudder pedal steering component; yet to be specifically pinpointed; allowing the free pivoting (left and/or right) of the nose gear wheel assembly.




Synopsis: The rudder pedal control of a C177RG nose wheel steering failed during landing which resulted in a wingtip contacting the runway and subsequently the aircraft exited the runway.
Date: 202010
Location: ZDC.ARTCC, VA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: ATC on CPDLC (Controller Pilot Datalink Communications) gave us a climb and maintain FL 360 without an ATC controller assigning us a clearance via radio. I don't know if it's legal in our ops spec for a B737. We called ATC via radio instead to verify assigned altitude. I don't remember seeing or reading if B737's can legally accept this type clearance. Why is ATC giving us CPDLC altitude clearances? We're not ETOPS over Washington DC! Now they're giving us reroutes via CPDLC. I don't know if we can accept these as well. I have talked to many pilots and the Assistant Chief Pilot and no one has an answer to my situation.




Synopsis: B737 Captain reported receiving ATC clearance via CPDLC.
Date: 201412
Local time of day: 1201-1800
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Arrival into SAN was night VFR. Approach procedure had changed several times. We had been filed for Shamu 1; were cleared the Bayvu 3 for a 27 localizer. We re- requested the Shamu 1 with an ILS to 9 approach. ILS to 9 was denied due to [airport] construction. We were then given vectors to a 27 LOC. We were on a right down wind to 27 and given a vector that would intercept the localizer just outside of the IAF (REEBO) on a diagonal intercept course. As we were passing abeam the runway; ATC inquired if we had the runway insight. We did and they cleared us for a visual approach. We were about 4000 feet (estimate) and descending. The REEBO intercept alt is 2000 feet and my plan was to square the base turn to arrive at REEBO wings level inbound at 2000 feet. In order to do this I had to turn left slightly in order to have enough separation to turn back into REEBO and be wings level for the crossing and descent. I started my descent to 2000 feet. There was terrain to the left of us; which we both saw and talked about. We passed the highest terrain to the right and turned base leg at 2000 feet. There was never a GPWS terrain warning in the cockpit; ATC never issued a terrain warning; nor was there ever a 1000 foot or 500 foot radar altimeter indication. At some point in the approach we did get the 2500 foot altitude radar call out. We had all terrain in sight; talked about it; did not feel uncomfortable and did not receive any cockpit or ATC warnings. This report is timely due to just receiving notification of this potential incident from the Chief Pilot.


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


Synopsis: A B737 on a visual approach to Runway 27 at SAN generated an ATC low altitude alert but the crew had the terrain in sight descending to 2;000 feet.
Date: 201202
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Airplane departed TEB [with] clearance altitude of 1;500 FT MSL. At approximately 1;300 FT MSL an amber CAS message [alerted] 'ELEVATOR TRIM FAIL' and 'AUTOPILOT TRIM FAIL.' The airplane was being hand flown and went to 1;700 FT for about 1 second and returned to 1;500 FT. ATC queried us and at the moment they asked we were at 1;590 FT MSL. The CAS messages only lasted about 15 seconds. There were no separation issues. The airplane was trimmed for takeoff. The trim failure was short lived; but distracting and at a bad time. Electronic airplanes - gotta love them!




Synopsis: A G550 over shot the TEB RUUDY 4 initial level off altitude of 1;500 FT because both elevator and autopilot trim systems momentarily failed and so the aircraft did not level until the pilot manually returned to 1;500 FT.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Aileron Control System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was on a VFR flight. There was a crosswind on Runway 5 and I was practicing crosswind landing. This approach was stabilized and normal until on final just before touchdown when a sudden gust of wind lifted my upwind (left) wing. While correcting for the sudden gust the right wing touched the runway and the aircraft ground looped into the grass between the runway and taxiway. There were no injuries during this event.




Synopsis: M20 pilot reported while correcting for a crosswind gust during landing; the wing tip contacted the ground which resulted in a loss of control and runway excursion.