elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I was working my] first FPL mid-shift. Weather in the area and abnormal runway configurations at all of our airports. At the beginning of the shift the CIC (another controller; not FLM) asked me how I wanted to work the shift. I said that I didn't care; but that I wasn't going to get left in the room with 2 bays of strips by myself. When I returned [from my break]; he gave me a brief and I took the position. He then walked out of the room and I didn't see him again for about 2 hours. I was left with the 2 bays of strips and no help. I had to put aircraft in holding at ZZZZ and one went missed approach due to poor weather in and around the area. I worked the other overflights and inbounds to the other airports as well.I would like someone to pull the tape and radar data and ask themselves if it would be generally a good idea to work that volume of traffic and complexity without a D side or any other help. I will share my thoughts regarding my CIC's behavior when I see a member of management. This splitting of the position in this manner is commonplace in this facility and I feel is unsafe and unwise to put anyone in that situation. Culture change regarding several things needs to occur in this facility. This culture change will not occur from inside these walls. Several of us push for it; but have gotten nowhere. The CIC should stay in the operating quarters with the exception of short restroom breaks at all times and pay attention to the operation.




Synopsis: ZZZ Center Controller reported the shift Controller in Charge left the operation for 2 hours on a mid-shift.
Date: 201301
Local time of day: 1801-2400
Location: APA.Airport, CO
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
Airspace: Class D APA
ATC / advisory: Tower APA
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings
Primary problem: Environment - Non Weather Related

Narrative: I was working Local Control. There were several aircraft in the VFR traffic pattern. A PA28 was told to enter a midfield left downwind and follow Cessna traffic. The PA28 entered the pattern correctly. Moments later I instructed the PA28 to follow Cessna traffic. The PA28 responded I have the Cessna traffic insight. The PA28 turned final in front of two aircraft on final causing the C172 to abort the approach and fly west for pattern reentry. The PA28 did not follow the Cessna traffic that was pointed out to him causing the C172 to abort his approach. In hindsight I believe the PA28 did not have the correct traffic insight that he was instructed to follow. During that time of day (angle of the sun) and runway configuration it is very difficult to see aircraft turning base to final. Adding to an already difficult situation is the pull down sun shades in the tower cab. The shades help with blocking the brightness of the sun but due to the condition; (multiple scratches); of the shades it makes it extremely difficult to see aircraft. With a better sun shade setup I believe it will be easier for the Controller to see aircraft out the window and ensure that control instructions are followed.




Synopsis: APA Controller described a pattern conflict event when traffic cut out another aircraft; the reporter indicating the sun glare and shade problems may have contributed to the issuance of incorrect aircraft locations.
Date: 201511
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Chart Or Publication; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: On approach; approach control gave us descend and maintain 10;000 feet and fly heading 020 degrees to intercept the localizer for the approaching runway. We were given a speed reduction to 170 kts followed by approach clearance. The approach controller issued cross a fix at 10;000 feet and clearance ILS approach. The charts depict a previous fix that says mandatory to cross  at 12;000 feet; yet when vectored we were assigned descend and maintain 10;000. We descended to our assigned altitude as instructed. Try to comply with fixes unless given a descend and maintain clearance.




Synopsis: CRJ200 First Officer was issued an approach clearance with a vector to intercept the localizer and a 10000 ft crossing restriction. The pilot is not sure if they violated a crossing restriction published on the approach procedure. A vector to the approach course with an ATC assigned crossing and altitude restriction deletes the published restrictions. The pilot did nothing wrong.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Airspace: Class B ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff climbing through approximately 3000 ft. received a level 1 Hydraulic 2 Off alert. Passing through 15000 ft. with autopilot engaged. QRH procedures were executed by First Officer. Then I made a sat-com call to Dispatch and Maintenance to discuss problem and if we should continue to ZZZ1.  During call Hydraulic quantity in system 2 continue to decrease. At approximately 1.3 gallons we received a level 2 Hydraulic 2 Fail alert. QRH procedures were followed. Afterwards I made the decision to return to ZZZ. [Requested priority handling] and we landed in ZZZ uneventfully.




Synopsis: MD-11 Captain reported a loss of the #2 hydraulic system quantity; which resulted in a return to the departure airport.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Doing slow flight with a student. During maneuver we started to decrease throttle and our rpm went to max rpm. I immediately took control of plane and started reducing fuel flow to starve engine; once the situation seemed to be under control we called Approach and let them know what was going on. 1.5-2.0 miles south of runway XX the runway was assured. I started cutting the mixture idle cut off. I knew I had plenty of speed to kill before I could deploy flaps. We landed safely on Runway XX and taxied off at Foxtrot still blocking the runway.




Synopsis: C712 Instructor reported uncontrollable engine RPM on short final.
Date: 202001
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The lead on for this flight thought because the manual said exempt for item 1 that it wasn't dangerous goods. In fact she planned item 2 in pit 3 with 30 bags but planned item 1 in pit 4 with no bags. She then stated on the phone there were no dangerous goods in pit 4 but did confirm that she loaded item 1 which she believed did not contain any dangerous goods. The lead then called back later to question me as to why the computer program would allow her to plan the flight the way she did if item 1 was in fact dangerous goods. Please pull the phone logs I was sitting at desk XXXX she was like a dear in headlights in terms of knowledge as it pertains to dangerous goods.




Synopsis: Air Carrier personnel reported Dangerous Goods were incorrectly loaded due to the Load Planner's lack of knowledge.
Date: 201704
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While intercepting the localizer course for ILS Runway 10 BWI Approach from the north and just outside of the final approach fix; VOR/LOC captured and then the aircraft made an abrupt continuous right turn away from the inbound course. The localizer was rapidly moving through half scale deflection to the left and the First Officer disengaged the autopilot to begin a go-around. At that time; assuming because of the aircraft position; the Approach Controller asked if we would like to be vectored back around for another ILS. We said we would and proceeded to come around for another approach. On our second attempt at the ILS 10 BWI Approach; upon VOR/LOC capture the same automation error occurred with the same abrupt right turn. The PF went around; and during the maneuver the aircraft crossed over the final approach course to the north and we were given radar vectors by ATC for the remainder of the missed approach. The crew then made the decision to proceed to our alternate; which was VFR; due to the weather conditions in BWI and the unexpected behavior of the aircraft.


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


Synopsis: B737 flight crew reported diverting to a VFR alternate after their autoflight system malfunctioned twice on the BWI Runway 10 ILS.
Date: 202007
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Airport

Narrative: Just reporting the PAPI lights for Runway X are out of service in ZZZZ. Due to the low visibility in rain showers; at night; we chose to land on Runway YY with a slight tailwind; with operable PAPI lights; only because we were in an empty type X Aircraft. If we were in a heavy type Y Aircraft we would be forced to use Runway X with no PAPI lights at night in the weather. Especially due to COVID; pilots are not as proficient flying; we should have all resources available to conduct a safe operation. And just because ZZZZ airport has so few flights (we were the first flight in 2 months); does not mean they can allow those items to slide.




Synopsis: Air carrier Captain reported non functional PAPI lights at airport for a specific runway and the safety hazards it could pose in weather conditions; especially when crews are not flying as often due to the COVID-19 pandemic.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
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: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure out of ZZZ between 1;000 and 2;000 feet AGL; we received 'L 10th STAGE DUCT' Warning message followed by 'L JETPIPE OVHT' Warning message. I was Pilot Monitoring. We reduced the thrust on the affected engine and the message went away after a few seconds. Due to our proximity to the airport of departure and the potential severity of this malfunction; we decided to immediately return to ZZZ. We were cleared for and performed a visual approach to Runway XX.




Synopsis: CRJ-200 Captain reported a duct overheat on departure and elected to return to departure airport.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 7
Light: Night
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About an hour into the flight the alternate air door light went on. After briefly discussing the situation; we decided to make a precautionary landing. We informed ATC and got an amended clearance. Very shortly after that; the engine monitor showed a cylinder with an overtemp indication. We then got priority routing and descent. As we descended; we reduced power significantly due to high temp or missing indications on many cylinders. The alt air door light then went out; and the engine occasionally seemed to lose power. We sighted the field and decided to land straight in. Once we were able to glide to the field; we shut off the fuel to the engine; and landed without power uneventfully. There were no injuries; and there was no in-flight fire.




Synopsis: Beech BE36 pilot reporting diverting to an alternate airport after experiencing issues with the alternate air door; and then engine problems that led to an inflight shutdown after landing was assured.
Date: 202002
Local time of day: 1801-2400
Location: BNA.Airport, TN
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C BNA
ATC / advisory: TRACON BNA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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: We were on the RYYMN 2 RNAV Arrival into BNA. As we were crossing JNKNS waypoint we encountered wake turbulence from the preceding aircraft. The aircraft rolled and the autopilot disconnected as we were starting our turn at JNKNS. Because of the wake turbulence and autopilot disengagement we did not turn immediately crossing JNKNS but we did very shortly thereafter. ATC never questioned or queried us about our track and the remainder of flight was normal and uneventful.As long as there are aircraft flying on the same arrival; there is always the risk of a wake turbulence encounter. It is and will always be important for the crew to be aware of the potential risk of such an encounter no matter how small.




Synopsis: B737-700 Captain reported encountering wake turbulence on arrival into BNA.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During an emergency situation I was vectoring a Lifeguard for a Class D airport adjacent to a Class C Airport. The Lifeguard said that he could take a small delay for the Emergency Aircraft. I anticipated the descent of a B737 going into the Class C also. After working out the sequence with the emergency and the Lifeguard I recognized that the B737 had descended more rapidly than anticipated and went thru the 4;700 FT MVA. The next lowest MVA is 3;000 and I did not say anything because he would be in the MVA in less then a mile. During the complex situation I should not have anticipated the descent of the aircraft.




Synopsis: TRACON Controller trying to accommodate an emergency and Lifeguard aircraft; allowed an inbound to momentarily descend below the MVA during sequencing into the same airport.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure; Staffing
Primary problem: Human Factors

Narrative: I was working north; south sector combined as a Tower Radar; as well as Controller in Charge for the Tower. There was a Cessna doing survey work 7 to 9 miles off the departure end of the runway at 3;200 feet; coordinated with the Local Control. I turned Aircraft X to a northwest heading and gave a descent to 2;500 feet as it was the MVA (Minimum Vectoring Altitude) around the airport. My plan was to turn him to a 270 heading for his base turn to 1;300 feet before the MVA in front of him which was 2;800 feet. I used the shout line to talk to the adjacent Approach to make sure they knew I had called traffic for Aircraft Y who was VFR still in my airspace and didn't have the other VFR traffic in sight and was becoming more of a conflict than originally thought. I then was called by a Departure that needed a turn as to not be a conflict with the survey Cessna. As I finished my scan; I saw Aircraft X was entering the MVA of 2;800 feet at 2;800 feet and still in his descent. I told Aircraft X to maintain 3;000 [feet]. The pilot said they were below that; leveling off at 2;500 feet. I then told the aircraft to climb to 3;000 feet. The aircraft was never in danger of hitting the antenna that was at 1;800 feet. Having a Supervisor in the operation may have helped the operation as it would have been an extra pair of eyes. Next time; I will descend to 3;000 feet in case my attention is brought elsewhere.




Synopsis: A Tower Controller working Approach from the Tower Radar became distracted and descended an aircraft below the Minimum Vectoring Altitude.