elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1201-1800
Location: ZBPE.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZBPE
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Relief Pilot; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Invalid dispatch with MEL 3232D with a weight of 620;000#. MEL called for a max of 270 kts/M.82. FPF planned for M.82 but not 270 kts. Approaching cruise altitude of 8900 meters or FL291 and deviating around thunderstorms; we were unable to maintain 270 kts in turbulence and keep 15 kts above stall buffet.


Second narrative: Flt from ZBAA had a Mel 3232D which restricted the aircraft to 270/.82 for a gear door spring. The Flt was planned at 8900 meters which is 29100 feet. It was planned at .82; at that altitude the aircraft was above the 270 kts Mel restriction. The flying crew left the seat at approximately 25000 feet and climbing. We were talking to Beijing and looking at two cells at our 12 and 2 o'clock both above 30;000 feet. As I replaced the Captain who was the PF I noticed we were at 270 Kts and the stall bar was at 265 and closing in on 270. I told the captain before he left I was going to accelerate to maintain a margin above the stall bar. Not long after that we encountered Mod turbulence; we sat the flight attendants and asked for a climb even though this would force us to maintain a speed higher than the MEL required. We were VMC navigating between two cells with significant clearance but in turbulent air. Every FIR we came to we had to inform them we would be flying at a significantly lower airspeed then planned due to an operational restriction. Then when we queried dispatch and he discussed the Mel with the SABRE manager he indicated he was aware of the MEL restriction yet we still had a Flt plan that didn't comply with it. The initial altitude and airspeed with our weight were not even close in being in compliance with the Mel.


Synopsis: B777 flight crew reports being dispatched with an MEL restricting airspeed to 270 KIAS or Mach .82. At FL291 270 knots is close to clean maneuver speed and deemed too low for flight in turbulent air.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi; Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: This report is due to Ramp Service Employees not following Standard Operating Procedure (SOP); I was not assigned to this flight; I was walking to the break room and observed an unsafe operation and noted the Gate number; flight number; time and aircraft number. I observed an Airbus 320 at Gate XX; Left engine #1 is running at high idle speed while aircraft marshaller is in the process of lowering aircraft ground power unit cable (GPU) from jet bridge to connect GPU to aircraft. I observed right side of aircraft; aircraft forward and aft cargo doors are open; Ground Support Equipment (GSE) Beltloader is positioned to aircraft cargo doors; GSE tractors; carts and Ramp Service Employees inside Ramp Operation Safety Zone while Engine #1 is running and aircraft beacon light is flashing. Left main landing gear chocks was not in place; right landing gear chocks position is unknown; I did not observe. Ramp personnel at Gate were not following company safety standard operating procedures; and was performing an unsafe duty.




Synopsis: Ramp Agent reported observing a ground crew opening cargo doors and moving belt loaders into position before the number one engine had been shut down and the beacon turned off.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Dawn
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Fuel Issue; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; Procedure; Software and Automation
Primary problem: Human Factors

Narrative: While on ILS final to Runway XL under visual conditions; the right engine failed. Landing with the left engine only was accomplished after advising ZZZ tower. Aircraft was returning from ZZZ1 with X passengers aboard. It was thought that a fuel pump had failed; but further investigation revealed that I as the PIC had misread my fuel gauge. I had thought that the right fuel quantity was off by 300 pounds because I had flown this aircraft several times before and was going to report the discrepancy to maintenance.On the previous flights; I would refuel the amount of fuel plus reserve I needed for the next flight evenly distributing the fuel load. However; I did not take into account that I would start the right engine first to get air condition operating for the passengers onboard then program the Garmin 1000 for the flight.  I forgot to take into account the extra fuel burned during this procedure; thus producing a cumulative effect of showing a fuel imbalance of close to 300 pounds which I would report to maintenance after this flight. I thought the engine stoppage was the result of a fuel pump failure; instead was probably due to fuel starvation due to the cumulative effect of my failure to account for the additional fuel used during start up and a misguided conclusion that the right fuel gauge was inaccurate.




Synopsis: BE-200 Captain reported miscalculating fuel used causing fuel starvation and engine failure on final.
Date: 201403
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Night
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B SLC
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Night VMC with a briefed visual to [Runway] 16R backed up by ILS by Captain (pilot flying). Aircraft is GPS only [no IRS]. Arrival went normal. On base turn on visual approach; both of us saw map shift on ND and the Captain switched to Arc manual data and pressed on. Looking at it on final; my map appeared to shift several miles to right (approx 3) and terrain on GPWS also seemed shifted. [I] tried once to reload with same effect. Then back to pilot not flying duties and an uneventful landing. Entire flight had gone fine for navigation and thus appears to be some kind of GPS jamming event. Aircraft behind us reported nothing; but not sure he understood the question. Multiple NOTAMs are out for GPS jamming right now around the country. We were aware; were set up with backed up raw data; and was a non event.




Synopsis: Air Carrier First Officer experiences a possible GPS jamming event during approach to SLC. Radio navaids are used for a successful VMC approach.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had departed ZZZ; climbing above 18000 we noticed a strong electrical smell burning odor. The number one flight attendant had called the flight deck and reported a loud noise and vibration that was coming from the galley floor and bulk head. We could hear it over the intercom. It sounded like the L1 or R1 door was open. Loud whistle and wind noise. She had also noticed the electrical smell and made the comment that the first class passengers were concerned. We informed ATC that we would like to level off at FL210. I made a PA. We then tried to contact our dispatcher. I decided to make a precautionary landing; [advised ATC] and diverted to ZZZ1. The First Officer reported his eyes were burning.We made an uneventful overweight landing. Upon landing fire rescue scanned the aircraft with an infrared sensor. We were informed all was clear and taxied to the gate.


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


Synopsis: A320 flight crew reported they noticed a strong electrical burning odor during climb. A Flight Attendant called and reported a loud noise and vibration that was coming from the galley floor and bulkhead.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Broken Clouds; 9
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach; Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Workload; Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: This was a solo practice flight in the traffic pattern.  I was practicing stop and go landings.  I completed pre-flight start up and all pre-flight checklists.  I was cleared to taxi runway 15 and it was uneventful.  I was given takeoff clearance and told to make right hand traffic.  I completed the pattern; and after one stop and go; I requested to make left hand traffic because it is more comfortable to me. This was request was granted by ATC.  I completed four more patterns making left traffic.  On the sixth takeoff; I continued to make left traffic.  After reviewing the tapes; I was made aware that ATC said to make right traffic; and I acknowledged it.  I am not sure why I made left traffic; it may have been because I am a student and I was too focused on my flying and was in a left hand traffic routine.  The right traffic order did not sink in.  I assure you that it was not to disobey orders. I completed the sixth pattern without complaint from ATC.  I received clearance to land with the option and was never instructed which hand traffic to make.  I continued to make left hand traffic without complaint from ATC on my seventh pattern.  Unbeknownst to me; a near miss occurred while in this pattern.  I received clearance to land and because it began to rain; I decided that it would be my last pattern.  In route of taxing to hangar; ATC requested that I call them because there was an occurrence.  After contacting ATC; I was made aware of the near miss.  I understand that I made a mistake on the sixth pattern by not making right traffic.  From this I have learned a life lesson and received additional education from my instructor.  I strongly believe that because of this event; a situation like this will never happen again.  I believe that people are human and make mistakes; and from these mistakes the greatest lessons are learned.  I ask for your forgiveness; I have learned from this mistake; and I assure you that this will not happen again.




Synopsis: A student pilot reported making multiple left hand closed pattern approaches but was then told to make right traffic. After he failed to turn right downwind ATC notified the Pilot of a near miss.
Date: 201412
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Flow control called down the area last night. They said that there was going to be jamming.  I would expect everyone involved in GPS jamming; and rocket launches; and parachute jumping activity and every other special activity that affects users of the NAS to understand how NOTAMs work.  I cannot believe that our facility continues to 'Try to accommodate;' special activity users by letting them do their activities outside of the NOTAMed times.  This in completely unacceptable that we have to continue to fight with management and look like we're being difficult when we just want them to follow the rules.




Synopsis: ARTCC Controller is advised there will be jamming on the shift; outside of the specified NOTAMed times or not even a NOTAMed time period.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Citation III; VI; VII (C650)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I took over the High Sector and there were four airplanes. I sat down at the beginning of the session and realized a C650 was going to clip the southwest corner of Sector X within two minutes. The aircraft was roughly 10 miles from the boundary when I noticed. I checked URET to see if a point out had been accomplished. No point out. I quick looked [Sector] X to see if they were watching the data block; they were not. I quickly PVD'd the data block to [Sector] X and initiated a point out; they accepted. I also asked if they had received a point out or a flash through hand off before I had called. Sector X said no. There was no error or deviation; but it was unsafe that this information was not coordinated in the position relief briefing. This was a classic case of complacency and not paying attention. There were only four aircraft on the scope in a very large sector. I realize that mistakes like this can happen when you are busy. But what makes me upset is that the previous Controller who made the mistake was actively engaged in a non ATC conversation with the Front Line Manager when I offered the Controller a break. They were so busy talking about non-ATC related stuff that the Controller completely missed the point out; and didn't even notice when they pointed at the C560 with the cursor and told me that the aircraft was handed off; but not shipped. Every controller including myself; needs to do their job and be actively engaged with the traffic. The Controller I relieved and the Front Line Manager were not focused on ATC. Please make complacent controllers and supervisors accountable for their actions. I believe in the reporting program/s; but fear many people are complacent with air traffic because they don't fear punishment or skill enhancement or embarrassment anymore.




Synopsis: Enroute Controller described an unsafe condition event when a relieved controller engaged in non ATC conversations with the FLM and failed to complete required actions.
Date: 201605
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off with flaps 15.2 degrees on dial a flap as per the performance software. I was the flying pilot; and called for flaps up at the appropriate time. First Officer (FO) could not get them to move. He tried multiple times at which time we switched roles; I tried multiple times and they were stuck. We leveled off at 10;000 ft and worked the problem. [Maintenance] was called they said follow QRH. There is none. We continued to try and move the flaps up or down. Finally called [dispatch] and said we would come back to be safe. Were near Maximum Gross Landing Weight (MGLW). As we headed back towards the departure airport all of a sudden I was able to get the flap handle to move and cycle up and down. Problem solved!! We [then] headed to our destination. We had a lot of extra gas with multiple other fields should the problem arise again.I truly believe the flaps/slats were locked out due to taking off with 15.2 degrees. I have never taken off with a flap setting that high. A write up was made.


Second narrative: [Narrative contained no additional information.]


Synopsis: A Large McDonnell Douglas widebody flight crew reported encountering a flap mechanical issue after takeoff. Problem resolved itself and the flight continued to its destination.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Hand flying on climbout on the SID I exceeded the 12;000 feet restriction at ZZZZZ by a few hundred feet. There was no communication from ATC regarding the exceedance.Cause - Concentration on hand flying the aircraft.With as little flying as we are doing recently it would be better to engage the autopilot sooner and monitor.




Synopsis: First Officer reported a crossing restriction overshoot during departure.
Date: 201602
Local time of day: 0001-0600
Location: LGA.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Windshear
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Weather
Primary problem: Weather

Narrative: [We] encountered windshear on final approach. LGA was reporting IMC conditions on the current and forecasted weather as well as reporting using runway 13 for arrivals and departures. Our flight entered IMC conditions around at 12;000'. There was intermediate light chop till we reached the the outer fix of PAYMI at 3;000'. Here we intercepted the localizer to begin the ILS approach to 13. Once we reached the final approach fix; STEED; at 2;000'; we began to pick up continuous light to moderate turbulence. Around 1;000'; we encountered a flash of lightning followed shortly by the WINDSHEAR aural warning and visual display on our PFDs. Immediately; I initiated the windshear recovery maneuver and was out of the windshear by 3;000'. The published missed for ILS 13 is 2;000'; however; the recovery maneuver demanded more altitude.




Synopsis: CRJ-700 Captain reported executing a go-around after receiving a windshear aural alert on approach to LGA.
Date: 201601
Location: ZZZ.Airport, US
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I'm a newly trained pilot. On this flight and all previous flights in this aircraft type I have operated since being checked out recently; all captains use the cockpit speaker all of the time; including ground ops. This is a violation of the company operations manual. I find this practice unsafe and distracting.




Synopsis: First Officer comments that on his new fleet all Captains use the overhead speaker for all ATC communications.