elihoole/asrs-aviation-reports huggingface dataset:
Date: 201405
Location: MROC.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower MROC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport; Procedure
Primary problem: Aircraft

Narrative: Called MROC Tower for weather and landing runway which was 07. Briefed arrival and ILS 07. 30 NM from airport ATC cleared us direct TOMAS which reduced the distance from MROC by 10 NM. Descend to 8;000 and cleared for VOR/DME 07 circle 25 CYRUS visual APP RWY 25. When building VOR/DME 07 you then must build the CYRUS visual because it is not in the database. Then when you select RWY 25 it dumps the VOR approach that you have loaded. This occurred while descending in mountainous terrain IMC. If you then do not load RWY 25 after the final fix on the visual; EPABE; you will not have any vertical guidance. After EPABE you are at 4;000 feet; 1;000 AGL flying into rising terrain. 2.7 NM from the end of 25 the terrain is 3;500 feet. You must descend after EPABE; into rising terrain; while in a 30 degree bank; while making a 180 degree turn. We had several sink rate alerts but were stable at 500 feet and landed without incident.




Synopsis: B737 Captain reports being cleared for the VOR/DME 07 circle 25 CYRUS visual APP RWY 25 at MROC. The CYRUS visual is not part of the database and must be manually entered. When Runway 25 is selected the VOR approach is dumped.
Date: 201905
Local time of day: 1201-1800
Location: DAL.Airport, TX
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DAL
ATC / advisory: TRACON D10
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion
Anomaly: Deviation - Track / Heading 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: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Flying into DAL we [were] on the REDDN4 Arrival. The last fix is BACHR. Looking at the plan view there is not a heading after BACHR. The heading is mentioned in the textual description. We had the FMS set up to go direct to the airport after BACHR. Shortly after BACHR ATC asked us to turn immediately to a heading of 320 and made our mistake known to us. We complied and there was no conflict. We were given a phone number to call Regional Approach after we landed. We called and spoke with Mr. X who informed us that we were not the only flight crew to make this mistake. If Jeppesen could do a better job of charting the heading to fly on the plan view we might have caught this mistake.




Synopsis: Citation First Officer reported the REDDN4 Arrival STAR chart does not show the mandatory heading after BACHR.
Date: 201701
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Descent
Airspace: Class A ZDC; Class E ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I was working Pinion Sector combined with the Guard Dog CAP; FL240BFL280. At the time there was more than 1 tanker and 2 fighters in the CAP (not sure how many of each though-some were waiting to depart the CAP soon). There was some average volume in the Pinion sector; with Automated Information Transfer (AIT) aircraft and other regular coordination going on. The volume in Pinion is not normally complex; but with the added Guard Dog sector combined and extra data blocks on the scope; the complexity level increased. Especially since no one is technically certified or trained on [this sector]; and not having worked military ops on a routine basis; it was a little bit much.One of the fighters; I believe it was Aircraft X; called requesting a 190 heading for 30 miles and block altitude 3000-5000 feet to track a Target of Interest (TOI). I called for a D-side to coordinate (initially he thought it was an emergency). We told Potomac approach Fluky sector what the aircraft was doing; and they took Radar. I told Aircraft X approved as requested; and he descended. I switched the aircraft to the FLUKY sector.I was under the impression that the fighter jet was under Agreement for Fighter Interceptor Operations (AFIO) and was performing a TOI procedure. After reviewing the events; I am not so sure that was the case. Nor was I aware of the specific requirements that AFIO has to be declared by the using agency; not the pilots. I thought they could just go down to a TOI; especially since this TOI was near DC. I recommend sufficient training and procedures for Sector 8 for all controllers that work it. There is no sector 8 in the SOP; and no mention of it in the ZDC Training order. There is no certification procedures listed for Certified Professional Controllers (CPC) or trainees.




Synopsis: ZDC Center Controller reported training related to intercept procedures.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I conducted a training flight with a student. A through preflight was conducted and the landing gear was visually inspected with no issues. Upon coming back in to ZZZ I extended the gear and had a green light and mains were down. Upon the student's landing; I felt the right main gear collapse under us. I immediate took the controls and executed a go-around. I exited the traffic pattern and exited the area to the west to troubleshoot. I cycled the gear up and down a few times and it still would not fully extend. I used the emergency gear extension checklist and the left main would not fully extend. I repeated this process multiple times. I made a phone call to our Maintenance Assistant Chief. He called [an] A&P and AI Mechanic. [The mechanic] called me on the phone and had me attempt to recycle the gear using the emergency gear extension. That did not work. I then exited the pattern and used maneuvers to see if I could get the gear to lock into place. That did not work. I retracted the gear and conducted a low pass to ensure the gear was retracted. The individuals on the ground said that the gear appeared to be retracted. I requested EMS to be present for the landing. I flew around to burn some fuel off and wait for the EMS to arrive. Once they arrived I conducted full flap no gear landing.




Synopsis: C172 pilot reported a gear-up landing was executed when all attempts to lower the landing gear failed.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff during gear retraction both engine and electrical A system hydraulic low pressure lights illuminated. Lights extinguished but quantity remained between 31-35%. Decision made with concurrence of Dispatch and Maintenance Control to return. Emergency declared on our behalf by ATC. Return uneventful. Overweight landing made with approval from Maintenance.




Synopsis: B737 experiences fluid loss and low hydraulic system A pressure during gear retraction. After gear retraction pressure is normal but quantity is very low and the decision is made to return to the departure airport for an overweight landing.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I extended the gear and performed my Before Landing Checklist with normal indications (3 Green; No Red; No gear warning horn). I landed on the mains. As I went to lower the nose the nose continued down until it hit the pavement. I notified ATC and evacuated the passengers. Post flight inspection revealed that the nose gear had collapsed.




Synopsis: C402 pilot reports nose gear collapse after landing with with normal gear indications.
Date: 201710
Local time of day: 0601-1200
Location: SAN.Tower, CA
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SAN
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Confusion; Troubleshooting; Time Pressure
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was LUAW (Line Up and Wait) with Aircraft Y on final. I cleared Aircraft X twice for takeoff with no response either time. Told Aircraft Y to expect to go around and he acknowledged. CIC/CD said he was going to try NORDO aircraft; I expected him to see if aircraft had switched to his frequency. I keyed up to say cleared for takeoff again to Aircraft X but CIC was on my frequency asking if the aircraft was on; not exit the runway or cleared for takeoff- which was needed. I told him to get off my frequency and reached out to Aircraft X again and had him exit the runway. Aircraft stopped on the taxiway. CIC was distracting me explaining why he keyed up my frequency and I shouldn't tell him to get off my frequency; during this time I saw the aircraft stopped and keyed up to have aircraft move forward; but the ASDE alarmed and I had to send Aircraft Y around. I tried to coordinate the go-around with the departure sector twice but they were too busy. CIC was too angry to help me and coordinate so aircraft was switched to departure without coordination. Get permission before taking somebody's frequency and be clear. Help positions with coordination if they are busy. Do not be a distraction.




Synopsis: SAN Tower Controller reported a NORDO aircraft on the runway caused confusion in the cab and the subsequent arrival to go-around.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 0
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at 6000 feet IMC condition working ZZZ ATC. I had an electrical problem. A battery was replaced as plane would not start. About an hour and a half [later] I noticed Volt meter was going between a high reading to a low reading. I was on autopilot with altitude hold. The aircraft is equipped with an air impact generator which I was trying to deploy; and the generator would not deploy. A jammed cable I think; I had asked to descend to 4000 feet and was given clearance to 4000 feet. The autopilot was acting up. It was turned off. I had started turning off equipment I could do without. Also at this point I had experienced a total electrical failure. The aircraft is equipped with an Aspen display system receiving information from a Garmin 430 so with trying to restore some power I descended to 3600 feet; realized it and immediately returned to 4000 feet. When the controller asked if I was OK; I had made him aware that I was having an electrical problem. The ATC people worked very well with me; I had not flown this plane in a while and dealing with the electrical problems made a very strenuous situation. The backup generator not deploying added to the problem. There was no other aircraft near me. At the time I was cleared to ZZZ1 about a 280 heading at 6000 feet.




Synopsis: A Cessna 182 pilot reported losing all electrical power.
Date: 201807
Local time of day: 1201-1800
Location: SCT.TRACON, CA
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 SAN
ATC / advisory: TRACON SCT
Second aircraft: A320
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was turned from the downwind to SAN and cleared to follow traffic for a visual approach. Aircraft Y was cleared for an approach from straight in behind Aircraft X. Aircraft X did not turn towards the airport in an acceptable amount of time causing me to cancel Aircraft Y's approach clearance. I stopped Aircraft Y at 3800 ft. which is the MVA in that area and vectored him to a heading of 340 to gain separation with the intent to re-clear him after separation was ensured. Aircraft Y stated that he had continued descent. I issued Aircraft Y a low altitude alert and eventually climbed him to 5000 for re-sequencing. Aircraft X should have turned to final sooner. I could have ensured the turn but experience told me that [company] typically turns to final within an acceptable window for this situation to work.




Synopsis: SCT Controller reported B737 descended below assigned altitude; entering a lower MVA.
Date: 201901
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were at FL370 and were directed by ATC to descend now to FL270. As the pilot flying I engaged level change after FL270 was entered in the altitude window. Prior to reaching FL270 ATC gave us 'descend via the KAILE 2 arrival'. I never engaged the VNAV function to ensure altitude protection. Approaching SKARF; ATC gave us a low altitude warning. At this point we realized we had descended below the MSA of 16;000 feet to an altitude of 15;000 feet. We immediately initiated a climb and pushed the throttles full forward. We were able to climb to 17;000 feet prior to SKARF. I had terrain mode up on my displays. We did not receive any EGPWS warnings. Upon reaching 17;000 feet we were notified of possible moderate turbulence on the remainder of the descent. The Captain told the FAs (Flight Attendants) to take their seats due to possible turbulence. As soon as the Captain notified the FAs we encountered the turbulence. It started out at as light to moderate but soon became severe turbulence. The aircraft's autopilot had a hard time maintaining level flight and the lateral control system disengaged reverting the control wheel steering function. I was able to maintain control and eventually engage the LNAV function. The turbulence continued until we were on a segment of the published approach for RWY 16L.




Synopsis: B737 First Officer reported receiving a low altitude alert from ATC after overshooting a target altitude on descent into DEN.
Date: 201911
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: I departed ZZZ for ZZZ1 and comes to 3;200 ft. direct to the ZZZZZ intersection. Upon leveling off at 3;200 ft. I turned on the autopilot to complete some paperwork. After about 10 minutes the Controller asked what altitude are you at? At this point the autopilot had turned off with no warning. I flew the rest of the day with the autopilot off. The next day when the preflight test was done the trim warnings would not silence. At that point our mechanic inspected the system and then implemented MEL documentation. Subsequent IFR flights have been a challenge being a 100 hour Captain. I has been rough maintaining standards when operating as a single pilot. Then compound all that with system failures. I have been operating for two weeks now without an autopilot.




Synopsis: C208 Captain reported auto pilot and trim warning failure resulted in workload challenge on subsequent IFR flights.