elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: SR22
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZID
Second aircraft: Cessna 425/441 Conquest I/Conquest II
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Human Factors

Narrative: A Cessna 441 was on my frequency trying to land VFR at SER; but flew over the field at 3;000 FT and still couldn't see the runway. So I vectored the Cessna 441 southeast of the field about 15 miles for the GPS Runway 32 approach to SER. When I turned the aircraft to the IAF (ZEKAM) he reported the field insight and cancelled 15-18 miles southeast of SER; I questioned his transmission but he insisted that he had the field insight. While this was going on; I took the hand off on SR22 at 8;000 FT. I was still questioning in my head if the Cessna 441 had actually seen SER or another runway close by. The CIC and I were in the process of trying to confirm [that] Cessna 441 landed at SER when SR22 violated Racer A/B MOA at 8;000 FT. The status board was up to date and it showed the Racer A/B going hot. The Racer MOA should be depicted on our low altitude maps; before an aircraft goes through the lateral confines of a Restricted/MOA. I always double check and make sure it is cold; and if it isn't on our maps we tend to forget about it.




Synopsis: Distracted by trying to confirm landing assured or IFR cancellation; a ZID Controller failed to observe a developing MOA airspace incursion.
Date: 201408
Local time of day: 1801-2400
Location: A80.TRACON, GA
Flight conditions: IMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Confusion
Second reporter function: Captain
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: I was working PO and Aircraft X was landing RWY 27L.  Aircraft Y was landing RWY 28 and started to make a right turn into Aircraft X.  I instructed Aircraft X to climb immediately to 4;000.  I was not able to turn Aircraft X to the right; because there was traffic landing RWY 26R that they would have conflicted with that aircraft; and there was insufficient time to coordinate with the PV controller to break their aircraft out.I would strongly recommend the discontinuation of triple arrivals during periods of weather.  There were numerous reports of 20 knot wind shear; and convective weather west and north of the airport; along with moderate weather on final.


Second narrative: The pilot flying was locked in on the PRM 28 (ATL) approach and progressing nicely when we encountered rain; moderate turbulence; and airspeed fluctuations that ultimately kicked us into CWS mode.  We had previously queried the controllers about the arrival into ATL and were told not to expect anything more than light chop and some rain.  Unfortunately; within seconds we were in a turn to the right putting us in the NTZ. We recognized the mode selection and started to turn back when the Controllers told us to turn to a heading of 180 and climb to 3;000 feet.  (We were about 2;800 feet at the time.)  It was all very quick and we believe weather definitely played a role.  After our arrival; loads of complaints about the ride; wind shear warning and microbursts were heard over the radio.


Synopsis: Pilot and controllers report of a scenario while running tripps to a set of runways; an aircraft is bounced off curse by winds and because of close proximity to other traffic is pulled out and resequenced.  Controllers advise that tripps should not be run in bad weather just for this reason.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After completing the before start/pushback checklist; we were notified by a Ramper that he had found a power tool 'in the wing'. We asked him for clarification and he specified in the wheel well. The Ramper notified his Supervisor and we called station Maintenance on the radio to come look into what happened. We found out the RON Maintenance station Mechanic had replaced the #3 tire overnight at another airport and left a power tool in the wing well after completing the job. After several minutes of discussion with the Ramp and Maintenance; we left without any incident. We had completed a flight from the RON airport to this airport with the power tool in the wheel well without any problems; unaware of the power tool being present. I didn't find the power tool on two separate walk-arounds; one at the RON airport in the dark and the second in the daylight at our first destination. Maintenance left a power tool in the wheel well after replacing the number three tire overnight. I should look more closely in the wheel wells for things that shouldn't be in there.




Synopsis: An EMB-145 First Officer reported not seeing a tire change assist tool in a main gear wheel well at the previous airport during a preflight in darkness; flying the first leg of the day; performing another walk around and having a Ramp worker find the tool before departure.
Date: 201912
Location: ZZZ.ARTCC, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 3 hours after takeoff; STAR & APPROACH updated. We noted PROG P2/2 no destination ETA and FUEL REMAINING values. Also; no fuel values for fuel used on engines 1-4. Wind ALT & OAT inserted. Shortly thereafter; Captain LEGS page blanked then restored. Then DUAL FMC FAILURE - Right FMC VTK; then LNAV- VNAV-ATS failures.; with CDU message TIMEOUT-RESELECT displayed. As Pilot Monitoring; I reinserted data into perf init.; route; legs pages. Normal operation for a while; then thereafter; 3 more dual FMC failures. After 4th failure; I was unable to restore FMC ops. QRH CL accomplished. ATC was advised. ATC RVs requested. Normal flight thereafter today VMC APPROACH Runway XL ZZZ.Suggestions: Upgrade legacy FMCS to NG. Continuous training.




Synopsis: B747 Captain reported multiple FMS failures that resulted in a diversion.
Date: 201209
Local time of day: 0601-1200
Location: BFI.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D BFI
ATC / advisory: Tower BFI
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was approaching from Vashon Island for a VFR landing. BFI Tower 120.6 instructed me to follow a high winged aircraft ahead and report the West Seattle Reservoir for left traffic 31L. The high winged aircraft ahead had been given the same instructions but drifted south in SEA airspace. I followed the instructions and reported over the reservoir. I told Tower I was over the reservoir and that the other high winged aircraft was way off to my right. BFI Tower 120.6 changed my clearance to cross over mid-field and join right downwind for 31R. BFI Tower 120.6 did not switch me to BFI Tower 118.3 nor did he warn me that there was another airplane in the 31R downwind. I crossed over mid-field and turned downwind and it was a good thing I did because the second aircraft missed me by 300 FT off my nose as I did that. I am convinced that if I had not turned at that point; we would have collided. I never saw the second aircraft before it flashed by from left to right. After the collision had been avoided; BFI Tower 120.6 called to say 'traffic ahead and to your right; follow him on the downwind'. The second was on my left but also the traffic call was 20 seconds late to avoid an accident. It was only luck that I chose to turn downwind when I did that avoided a mid-air collision. I believe the cause of this NMAC was the BFI Tower 120.6 Controller becoming distracted dealing with the other high winged aircraft in SEA's airspace and forgetting that he had cleared me across the airport into the path of another airplane. I had no heard the other traffic on 31R downwind because they were correctly on 118.3. I had glanced across the airport for traffic in the downwind but had not looked far enough left to see the second aircraft.




Synopsis: A pilot on a right downwind to BFI Runway 31R reported a near miss after the Tower Controller apparently lost track of a third aircraft in the pattern for 31R and so failed to point out that aircraft.
Date: 201209
Local time of day: 1201-1800
Location: MKE.Airport, WI
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E MKE
ATC / advisory: TRACON MKE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Working all the positions combined; I had a very high workload. I had around 12 aircraft on frequency. [I had] a skydiving aircraft at C89; which happens to be right in the middle of our airspace where our arrivals and departures go. The skydiving aircraft reported 'jumpers away' at 14;500 and started his descent. An E145 at 120 was northbound in our overflight box. I was busy giving other traffic calls and the E145 said 'Do we have traffic off our right wing?' I looked; and the skydiving aircraft was descending out of 12;300 about 1 mile from the E145. I said 'Yeah; I was just going to point him out; but he's no factor.' No evasive maneuvers were required on either pilot that I know of. Skydiving near C89 is an EXTREMELY dangerous place to be. On 1L; it's literally right over our final about 15 miles south of the airport. But even when we're not on 1L; he is still right in the middle of all our arrivals and departures. All our departures go down one East/West box; and then all of C90's overflights into our airspace go up the East/West box alternatively. Both arrivals and departures range from 6;000 to 13;000 FT; and the skydiving plane usually jumps at 14;500; obviously having to maneuver often from Surface to 14;500 - right in the way of all our arrivals and departures. There is no way that a controller can continually give traffic calls on every arrival/departure in the boxes with the skydiving aircraft. It's a very unsafe procedure; and I think C89 should cease in all skydiving activity. Another issue is that Kenosha's (ENW) VOR 15 final approach course is about 1 mile west of C89. Earlier in that same session; I had a BE36 doing an approach on the VOR 15 into ENW. Again; the skydiving plane was ready to have the jumpers drop; but I had the BE36 below him doing the approach. It just caused for an unsafe procedure with the BE36; skydiving plane; as well as the skydivers themselves!




Synopsis: MKE Controller voiced concern regarding the parachute activity at C89 airport noting a recent conflict between the jump aircraft and an IFR overflight; the reporter describing the parachute activity as dangerous.
Date: 202008
Local time of day: 0601-1200
Location: AVL.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: On a Visual Approach backed up with the GPS RNAV. ATC advised rain shower in the vicinity of the approach so planned to turn towards a GPS fix and cleared for the Visual Approach. From 5000 ft. abeam the airport we configured flap 20 on an approximate heading of 347; slowly starting to descend to 4000 ft. at a rate of 300 to 400 ft. per minute. The GPWS alerted for about 3 seconds. We complied with the GPWS and then cleared it.




Synopsis: Air Carrier pilot reported receiving a GPWS alert during a visual approach.
Date: 201602
Local time of day: 1201-1800
Location: MHTG.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center MHTG
Aircraft component: Approach Coupler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Cleared for the approach at SAP/MHLM ILS Z 22 approximately 2;500 ft to 3000 ft slightly above the GS (Glideslope); with the ILS armed and autopilot on; speed 160-170 kts; configuration was gear down; flaps setting at 3 aircraft stable. FO (First Officer) flying.The aircraft pitched down sharply; went below the GS then pitched up sharply and went into TOGA (Takeoff Go Around) lock mode. FO disconnected the autopilot and reduced the pitch at which point the flap over-speed warning came on; I brought the flaps one notch up and stopped the warning. FO disconnected the auto-thrust and we executed a GA. The autopilot and auto-thrust were eventually reengaged and the landing was normal. Autopilot was disconnected at 1;000 ft on final. The event went very fast and only took seconds. It felt as if an anomaly of the GS signal occurred; the nose pitched down and when the signal reappeared the aircraft pitched up sharply to regain it which caused a high angle of attack that triggered the TOGA lock. At that point the FO disconnected the autopilot and auto throttles.The event was very quick. We went from being in a relatively stable condition to low and high pitch angles very fast. I feel the PM did the proper thing by disconnecting the autopilot and the auto-throttles and going around; while I brought the flaps up. SAP approach tends to keep arriving aircraft high. Intercepting the GS from below is probably best. We were above the GS and that might have caused an exaggerated pitch down with the capture of the signal. I still suspect an interruption of the GS signal might have occurred.




Synopsis: A319 First Officer reported a sharp pitch down then up by the autopilot as the glideslope is captured during approach to Runway 22 at MHLM. Auto thrust goes into TOGA lock and a go around is initiated and a flap over speed occurs. Auto flight and auto thrust are disconnected and the next approach is successful.
Date: 201503
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: Flying the new arrival into SFO; the SERFR1; we were given the clearance to 'descend via' except maintain 6;000 feet after EPICK.  It's been my experience that when flying an unfamiliar procedure with required speeds and altitudes that getting to the bottom of an altitude 'window' is safest.  Upon crossing EPICK and commencing a descent from 10;000 feet to 6;000 feet; we slowed from 280KTS to 250KTS passing below 10;000 feet and kept the speed until needing to slow to 240KTS at EDDYY.  At some point we were told by NorCal that we were exiting the Class B and would re-enter the Bravo in a couple miles.  This led to some confusion on our part because the speed limit below a Class B is 200KTS but the arrival requires that we be at 240KTS at EDDYY.  We were unaware that following the clearance and the arrival would put us at odds with 91.117.The root cause is the new arrival procedure; SERFR1; that permits descents below the floor of the SFO Class B airspace while requiring airspeeds greater than 200KTS. I suggest a revision of the SERFR1 that will keep aircraft on that arrival inside the SFO Class B while descending.  Additionally I suggest that NorCal not allow descents below the Class B while giving alternate altitudes to the arrival.  Finally I suggest that pilots be made aware of this and plan appropriately to keep themselves in compliance with 91.117 by staying at or above the Class B floor.




Synopsis: While adhering to the SERFR1 STAR into KSFO; a Medium Transport Flight Crew exceeded 200 knots below the SFO Class B airspace.  It was identified that the design of this arrival led to the inadvertent operation below the Class B altitude floor.
Date: 201406
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Human-Machine Interface
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Just prior to crossing MMAXX intersection on the KIDDZ RNAV arrival [to HOU] descent was initiated to the next crossing restriction slightly prematurely. The non flying pilot noted the deviation and the altitude was promptly corrected.This is a new STAR. It is very complex; and requires both crewmembers undivided attention during a phase of flight where other flight crew duties are required; i.e. checklist accomplishment; approach briefing etc.Since this new STAR is very complex and requires both crewmembers undivided attention during a phase of flight that requires that attention be given to other required duties during this phase of flight; I would suggest that those other duties be accomplished as early as possible so that both crewmembers can refocus undivided attention to this complex arrival procedure.


Second narrative: We were cleared by ATC to descend via the KIDDZ1 arrival.  A few miles prior to MMAXX the pilot flying began a slow descent and I alerted him to the fact we should be at FL240 until MMAXX. He acknowledged the error and we reached FL240 at about MMAX and then continued the arrival with no other issues.


Synopsis: When cleared to descend via the KIDDZ RNAV STAR the pilot flying began a descent from FL240 prior to MMAXX which must be crossed at or above FL240.  The pilot not flying of the ERJ promptly advised the descent was premature and they corrected.  Both reporters addressed their concerns about the complexity of the arrival and the high workload it incurs during a phase of flight that includes conflicting demands on the flight crew's attention.