elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was a flight from ZZZ to DTW. We were originally filed and cleared to descend via the LECTR 3 Arrival into DTW. During the descent; ATC amended our clearance to descend via the HANBL 3 Arrival. Any time a new arrival is executed during a VNAV descent on the Boeing/Honeywell Pegasus FMS; it takes up to a minute for the flight management computer to recalculate the new path. During that time period; the aircraft is descending unrestricted at idle and there is no path published for the pilots or autopilot to follow until it recalculates and presents itself.Originally; on the LECTR 3 the FMS had planned to cross HANBL at or above 11;000. When ATC switched us to the HANBL 3; the new crossing altitude at HANBL is at or above 17;000 and at or below FL210. The aircraft was descending during this period of recalculation and the new path did not present itself until the aircraft was at 16;800 just outside HANBL; at which time it leveled off. We were asked by Cleveland Center to say our altitude and we reported 16;800. Center asked us if we were descending and I answered negative.This is a recurring anomaly with the Honeywell Pegasus FMS and I don't know if ATC is even aware of what this does to the FMS when they issue a new descend via clearance while the aircraft is already descending via a different arrival. Virtually every airline places the bottom altitude into the Mode Control Panel when cleared to descend via a STAR; so the autopilot will not level off to prevent busting a crossing restriction that is above the bottom altitude if the FMS is in the process of recalculating the new path.




Synopsis: Air carrier Captain reported an altitude overshoot during descent to DTW while on the HANBL 3 arrival.  Captain stated they had been given a clearance change and a recurring recalculation delay on their Honeywell Pegasus FMS contributed to the incident.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
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 ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Overrode Automation
Contributing factors: Human Factors; Chart Or Publication; Procedure
Primary problem: Human Factors

Narrative: Aircraft on vectors into ZZZ; NAV2 was not set correctly leading to an unexpected autopilot disconnect on intercept and loss of approximately 600 feet altitude. We arrested the descent and fixed the issue. ATC issued a low alt alert but at that point we were regaining lost alt and had the runway in sight. We advised ATC as such and continued visually for a normal landing. I incorrectly set the First Officer's RTU (Radio Tuning Unit) and did not catch it on the approach check.




Synopsis: CRJ-200 Captain reported they entered the wrong ILS frequency in the pilot flying's autopilot causing it to disconnect resulting in an altitude loss and a Low Altitude Alert from ATC. The crew corrected the altitude and had the airport in sight and continued to a normal landing.
Date: 201710
Local time of day: 0001-0600
Location: PDX.Airport, OR
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: Descent; Initial Approach
Airspace: Class C PDX
ATC / advisory: TRACON P80
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: I was working [a B737] on the STAR. I had to take him off the arrival for an unidentified VFR primary target flying through the approach corridor. [The B737] was told of the traffic and didn't see it; so I based [the B737] to miss the primary target and the primary target decided to turn towards [the B737]. [The B737] was based high and close to breaking the noise restriction. [The B737] eventually saw the traffic and it was no factor.This is a daily problem and someone is going to eventually get hurt. There needs to be an airspace design change. VFR targets constantly fly through the approach corridor at bad altitudes that conflict with aircraft on final or turning base. Often they are primary targets with no transponders and high enough to be a major concern. This situation is very bad and nothing seems to be happening about it.




Synopsis: P80 TRACON Controller cancelled an arrival's STAR and vectored the aircraft to avoid an unidentified VFR aircraft flying through the final approach course.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument; Other Glider; Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
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; Flight Crew Inflight Shutdown; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure; Incorrect / Not Installed / Unavailable Part
Primary problem: Procedure

Narrative: On final approach to RWY (Runway) XXL at ZZZ; with throttle retarded; throttle control became disconnected from throttle arm on engine's fuel controller; whereupon engine went to full power with no further throttle control available. Notified tower and advised of intention to go around; join the pattern for left traffic to RWY XXL; and land with limited control of engine power or with no power. Performed go-around; normal traffic pattern; and landing while in continuous communication with the tower. On roll out; coasted onto [Taxiway] XX2 but did not clear the runway holding position markings. As the engine could not be safely restarted with throttle fully open; aircraft required towing from [Taxiway] XX2 to the ramp.On the ramp; opened right gill panel on lower cowling and observed that the threaded throttle control had fully backed out (that is; it had become fully unscrewed) from the rod end that connected it to the throttle arm on fuel controller.




Synopsis: Pilot reported loss of engine control; resulting in an In Flight Shut Down and a precautionary emergency landing.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Gate; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During ascent; about 3 minutes after takeoff; I felt what seemed like an impact against aircraft left. Shortly afterwards the Captain called to let us know the left engine had power loss and we would be going back to ZZZ. Yellow emergency landing; not expecting an evacuation. Captain advised the passengers. FA A; advised the passengers to have their seatbelts on low and tight. We experienced a smooth landing and there was an immediate exterior inspection of the aircraft. We then taxied to the gate and deplaned. All passengers and crew remained calm and orderly.




Synopsis: ERJ-170 Flight Attendant reported an engine failure shortly after takeoff.
Date: 201401
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: MD-82
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: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Center tank fuel was not feeding. Captain conferred with Dispatch and diverted to an enroute airport (good weather). Landing uneventful; under Max Landing Weight (MLW) and with well over FAR reserves in wing tanks. Maintenance could not determine cause of issue. Captain and I declined to have our duty day extended to wait for an inbound aircraft to continue flight to the filed destination.




Synopsis: Because an MD-82 center fuel tank would not feed the engines; the flight diverted to a nearby airport while sufficient wing tank fuel remained.
Date: 201401
Local time of day: 0601-1200
Location: UXL.Airport, LA
Weather elements / visibility: Haze / Smoke; 4
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E LCH
ATC / advisory: CTAF UXL
Second aircraft: Helicopter
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Rotorcraft
Anomaly: Conflict NMAC; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather; Airspace Structure
Primary problem: Ambiguous

Narrative: [I] departed with reported weather of 900 overcast 10 miles visibility. By the south field boundary the ceiling was jagged 500-600. The visibility was about 6 miles. I proceeded southeast bound at 500 FT until I reached the Calcasieu River then proceeded southbound along the river. I announced my position and intentions southbound along the river on the Cameron CTAF 123.05 at 15 miles; 10 miles; & 5 miles. My aircraft was equipped with a Mode S transponder and TIS (Traffic Information Service) and fortunately I was in the TIS service area and noted an aircraft several miles to my east at my altitude converging on a south-southwest course. I slowed my speed to allow it to get ahead of me. Because I had slowed my speed the TIS was not considering the target a collision hazard. About 5 miles north of Cameron without having responded to any of my traffic advisory calls on CTAF the target suddenly became a Traffic Alert on the TIS. I immediately descended 250 FT assuming the target had turned into me. A few moments later a yellow helicopter in the midst of a right turn passed my left side about 150 yards away and about 150 FT above. After the helicopter passed I returned to 500 FT MSL and continued southbound another mile until I reached the lowered ceilings that precipitated the yellow helicopter's course reversal. I too reversed course and returned to base. I checked with people at the FBO to ask if they heard my traffic advisory calls on the CTAF. They said they heard my calls which confirmed my radio transmitter was working.




Synopsis: Helicopter pilot reports a NMAC with another helicopter while attempting to fly near LA78 beneath a low ceiling. TIS aboard the reporters helicopter was instrumental in avoiding the NMAC.
Date: 201408
Location: OAK.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A flameless military ration heater (FRH) was identified by the 'C' Flight Attendant about an hour into our flight. It was inactivated. The 'C' Flight Attendant notified me of his findings. He then took the FRH away from the passenger and placed it in double bags and stowed it in the wheelchair compartment for the rest of the flight. As he did that; I called the Captain and told her about the FRH; that it was being stowed properly; and that a GSC should be notified. Upon our arrival. I was busy taking care of an unaccompanied minor that was deplaning and trying to get the crew change done in a timely manner and I forgot to make sure the FRH was given to ops.




Synopsis: When a flight attendant aboard a B737-700 observed a passenger utilizing a military style 'flameless ration heater' they confiscated and secured it. After landing they failed to deliver it to operations due to conflicting duties.
Date: 201906
Local time of day: 1201-1800
Location: AUS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: Citation X (C750)
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C AUS
ATC / advisory: TRACON AUS
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Physiological - Other
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: When we arrived at our destination; severe weather was approaching the field. On about a 10 mile final; ATC issued a wind shear alert warning; so we went around. Before we left ZZZ for Austin; we saw that there was weather moving toward the airport; so we added another 2;000 lbs of fuel for possible holding. We held at two different locations for at least an hour waiting for the weather to move; and we also knew that if we had to divert to our alternate; we would be stuck there because we would be out of duty. As the weather started moving off the airport; Austin Approach vectored us around the east side of the storm; to now approach the airport from the north. As we were approaching the final about 10 miles out; we experienced a possible lighting strike and severe turbulence that rolled the aircraft approx 70 degrees of bank to the right; all while clear of clouds. The autopilot was disconnected while recovering from the upset. We continued to the airport with only light to moderate turbulence the rest of the way in. There were no injuries to the passengers; and were grateful to us for getting them to their destination.




Synopsis: CE750 Captain reported a lightning strike; severe turbulence; and wind shear which resulted in a 70 degree bank while on approach to AUS.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During high speed regime of takeoff roll; approximately 110 KTS; right generator failed; right AC bus unpowered; right bus isolation illuminated. Continued takeoff; with right AC bus unpowered. During climb I determined that the problem seemed to be caused by the loss of the right generator; but that the highest priority checklist would be for the right AC bus off. Once reaching a safe altitude; Captain directed me to run the QRH for AC bus off; and restored power to right AC bus from right generator. In reading the right AC bus off checklist; we decided not to reset right bus tie since power was restored already; and bus isolated checklist does not suggest cycling bus tie switch; and in fact states not to turn it off if in flight. Captain contacted Dispatch and Maintenance; made decision to continue flight with right bus isolated; but to land at alternate airport with longer runways; as we would not be able to power right AC bus if right generator failed on landing; and would prefer not to have to deal with the associated items lost while trying to stop on a short runway. Flight landed at alternate airport without further incident.




Synopsis: B757-200 First Officer reports a right generator failure at 110 KTS during takeoff with the right AC bus remaining unpowered and isolated. Once safely airborne; the right generator is restored using the QRH to reset the generator; which restores power to the right AC bus. The crew elects not to cycle the bus tie switch to resume normal bus tie operation; but does elect to divert to an airport near the destination with a longer runway.
Date: 201207
Location: ZZZ.Airport, US
Flight conditions: VMC
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: First Officer
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: My day began as an 8 am reserve short call. Crew Scheduling called me at 8 am and informed me that I had an 11:30 departure. After arriving at the airport; the paring then called for a departure across the U.S. after a two and a half hour sit. The first aircraft that we attempted to fly had an APU that auto-shutdown. While at the gate waiting for Maintenance to repair; the temperature on the aircraft exceeded 90 degrees due to an inoperable loading bridge AC unit. The Captain elected to not board the aircraft for passenger safety due to high temperatures. After about 45 minutes and Maintenance unable to repair the APU; the Captain refused the aircraft. The replacement aircraft they found for us was due in around 17:30. After arriving at the aircraft; we noticed several inbound write ups to include oxygen servicing. The repairs delayed us to the point of me being illegal and Scheduling notified us that I would not be flying the flight to ZZZ1 due to (duty day exceeding 16 hours). Scheduling informed me that I was being reassigned and now flying a flight leaving 13 hours after my duty day began. I then informed the Flight Manager of my growing concern and fatigue. He informed me that the next flight would probably be cancelled for lack of coverage; but to use my best judgment for safety and how I felt. I notified Scheduling that I was fit to fly but may be fatigued for the following flight the next morning. The layover was scheduled for 13 hours with a mid morning departure. At approximately 5:15 am; I was awakened by a loud group of people returning to their rooms across the hall. I was then unable to get back to sleep. I then felt my body becoming ill due to lack of rest so I notified Crew Scheduling around 5:30 am that I would be unable to fly after the next flight. Several factors contributed to my fatigue on this paring. The 6 hour and 40 minute rolling delay was the primary cause. In addition; [I had] no adequate rest quarters or room during the delay. Another contributing factor for the fatigue was the reduced rest (9 hours 22 minutes) from the previous paring (just 2 days prior).




Synopsis: A320 First Officer describes the circumstances leading up to a fatigue call to Scheduling.