elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 0001-0600
Location: ZSE.ARTCC, WA
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure
Primary problem: Airspace Structure

Narrative: A B767 was level at flight level 300 four minutes from HEMLO; when pilot requested a climb to FL360. I put in the altitude and then called Oceanic to coordinate the altitude. The Oceanic Controller checked with ATOPS and said he would show him (the B767) at FL360. I did another check for my traffic and noticed another aircraft (a B737) coming inbound over HEMLO opposite direction at FL350. The B737 was still non-radar and was to close to HEMLO for me to do the climb. I called back to the Oceanic Sector to let them know I was going to climb the B767 to FL340 because of the inbound traffic; but he was still requesting higher. The Oceanic Controller said that ATOPS did not show the conflict. My FLM called the Oceanic FLM and asked if they had any other information. My FLM was then told that ATOPS only projects out to HEMLO and that if the B767 was at FL360 by HEMLO there would not be a problem. The aircraft passed head on at FL340; FL350 2-3 minutes after the B767 passed HEMLO. According to 7110.65 Chapter 8-5-3 the B767 would have had to have been level at FL360 15 minutes prior to the aircraft projected crossing time. Had I climbed the B767 I would have had a loss of separation; because I would have climbed the aircraft through the B737's protected 15 minute airspace. There was not a loss of separation in this case. ATOPS should protect for the fifteen minute push after the oceanic boundary fix. Just because there is radar at the OCB does not negate the OCB opposite direction rules.




Synopsis: ZSE ARTCC Controller reported that ZOA Oceanic was misapplying separation rules for operations at the Oceanic Control Boundary (OCB).
Date: 201405
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower RNO
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Other / Unknown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff on [Runway] 34L in RNO. I as the pilot not flying made the 80 KT callout. Shortly after that; the Captain who was the pilot flying at the time made a comment about an aircraft ahead of us. I looked up and saw a Cessna crossing the runway in front of us. It appeared he was on Runway 25 headed west. The Cessna was taxiing rapidly. I'm not sure how many feet we were from the Cessna; but it was definitely too close for comfort. We were told to contact Departure. I asked RNO Tower if that aircraft that taxied in front of us was taxiing or landing. I thought maybe he had landed on Runway 25 because he was taxiing so fast. The Tower reported that he was taxiing. After we got the aircraft cleaned up; NorCal Departure told us that RNO Tower would like us to call them back. I called the Tower back and he went on to explain what had happened.


Second narrative: We had been cleared for takeoff on Runway 34L. (I was the pilot flying). Eighty KTS+ was called and; prior to the V1 call; I observed a Cessna cross the runway (right to left) in front of us on what appeared to be Runway 25. Due to the speed of the Cessna; I thought that he had just landed. V1 was called and takeoff was uneventful. The pilot observing commented to Tower that we had just had an aircraft cross our runway. We were switched to Departure and; not long after initial contact; they said that Reno Tower would like to talk to us. The pilot not flying switched over and was told by Tower that the Cessna had been on Ground frequency and had been told to hold short of our runway. They also said that they would handle things on their end.


Synopsis: B737-700 flight crew departing Runway 34L at RNO reports a runway incursion by a Cessna taxiing at high speed on Runway 25 through the intersection.
Date: 201510
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: [Wake turbulence] occurred during initial climb out behind A320 departure; approximately 3;500 MSL; airspeed 250 knots; clean configuration. Aircraft rolled right without turning to 30 deg and stayed there. Autopilot was able to manage; so guarded control wheel just in case; but did not need to override autopilot as it was a short duration event and was not getting worse. Exited wake and flight continued without further event. Notified Charlotte DEP Control.Made a PA to passengers to explain what had happened and that we were safe and nothing was wrong.




Synopsis: CRJ200 Captain reported encountering wake turbulence on initial climb out from CLT in trail of an A320.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 1
Light: Daylight
Aircraft: Gulfstream II (G1159)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Glider
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification; Confusion
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: After traveling internationally and requiring Customs clearance upon return to the US; I felt the need to fly a GPS approach; with lowest available minima and continued below those published minima in an attempt to complete the approach. The major factor in my decision was the perceived need to clear Customs as pre arranged at this airport and my perception of the consequences for not doing so. My decision to 'take a look' and go below published minimums could have been a fatal. Fortunately we successfully completed a missed approach and diverted to another airport where we were cleared in with no complications. Adding to the unsafe condition--which I caused--an additional consequence was that while I continued to fly the plane; it then fell to my co-pilot to concentrate on figuring out how to contact Customs in order to obtain approval; essentially causing me to fly single pilot in a congested terminal area in IMC conditions. ATC played a vital role in obtaining approval from Customs for us to clear at our diversion airport. They should be commended for their assistance. By so doing they allowed my copilot to return his attention to flying the plane.Conversely; however; the Controller also informed me that customs would NOT agree to allow us to land at a much closer international airport and required us to continue to the much smaller airport at a further distance. In this case no accident or incident occurred and everything worked out fine; however I think something should be done to give pilots the option of diverting to an acceptable airport without concern for repercussions from the Customs and Immigrations Officials. While I do NOT condone going below published minima I understand my decision to do so in order to not create complications with Customs and Border protection.




Synopsis: A Gulfstream flight crew felt compelled to descend below minima at their destination due to their belief they must clear customs as pre-arranged. After going around they diverted to another airport where they cleared without delay.
Date: 201908
Local time of day: 1201-1800
Location: BMQ.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF BMQ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in the right seat at BMQ with my student; a 60-hour student pilot nearing his checkride; in the left. We were holding short of Runway 19 and as he ran a before takeoff check for a short field takeoff; I cleared final for traffic. No one was announcing their intentions to land and no one was in the pattern; and I couldn't see anyone on final; so we taxied into position on the end of the runway to perform a short-field takeoff. The procedure calls for holding the brakes while lined up on the runway; so I instructed the student to point down the runway and apply brakes as I talked through the procedure once more; per his request. As I reiterated the short field procedure; I saw a King Air perform a go around on Runway 19 to our right. He did not make a go around call and my student attempted to raise the aircraft on the radio to apologize; but was not being acknowledged by the King Air. After the King Air was a safe distance upwind; we departed and returned to [home base] where we debriefed the risk of turning our backs to final. [At] uncontrolled airports; where radio communications aren't necessary; [it] becomes essential to avoid situations like that; especially when aircraft are painted the same color as the sky. The aircraft on final probably didn't see us because we were painted white; we were lined up on the numbers; and blended in with the runway. I learned not to try and teach while my back is turned to final.




Synopsis: PA-28 Instructor Pilot reported being in position on the runway briefing a procedure at the non-towered BMQ airport when a King Air was forced to make a go-around to avoid a collision.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My friend and fellow Ercoupe owner contacted me a few weeks ago to test fly his recently restored Ercoupe. After an extensive preflight I performed two static run ups at the hangar before taxiing out to depart. Upon taxiing to the active runway I again performed a static run up at full power for several minutes to ensure proper engine function. Upon being cleared for takeoff; I firewalled the throttle achieving a normal liftoff and climb. At approximately 1;200 FT MSL; the engine began running rough and in a microsecond RPM began to drop. I told Tower I had to land and Tower cleared me to land and at that second the engine quit. Since I had previously determined the minimum altitude required to return to the runway in my Ercoupe and practiced extensively; I knew I could make the runway. I checked the altimeter; saw I barely had enough altitude to return to the runway so I made a hard right turn and made one of my best landings downwind touching down on the last 1/3 of the runway. Turned right onto Taxiway Alpha and coasted a block back down Alpha; didn't even block the runway. There were no injuries and no damage to plane or airport property. I must say that my determining the proper return to runway minimum altitude and practicing at altitude probably saved the day because landing straight ahead at this high density airport would have probably resulted in disaster. When the engine quit; I did not get excited because I knew I cold make the runway. I went into autopilot mode; did what I had practiced and made a successful return. All pilots should make this determination in their particular planes and practice; practice; practice. The cause of the engine stoppage is being determined as we speak.




Synopsis: Pilot of a newly restored Ercoupe reports engine failure at 1;200 FT on departure and is able to land safely; opposite direction on the departure runway.
Date: 201812
Local time of day: 0001-0600
Location: ZFW.ARTCC, TX
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Fatigue
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was exhausted when I walked in the door. I took over R-side in the middle of holding for all DFW and DAL arrivals. A few minutes after taking over; we were told to clear them all back in. I had a string of 5 DAL arrivals and as the first one was 1 minute from approach boundary they called me and told me I was shut off again. I gave all the DAL arrivals a heading and then a fix; FRSTI to hold at. I gave them; in sequence; holding instructions and altitudes to stack them on top of one another: 130; 140; 150; 160 and [I] believe 170 as the altitudes to hold.As the first few entered holding and the back aircraft were entering holding; Approach called and had me bring them back in. I honestly didn't even see that they were descending through each other's altitudes until it was too late. Furthermore; once I saw them flashing it was already too late; there was no way to save it from being a deal so I just did my best to keep them safely separated. None really; better communication between D10 and ZFW TMU would be nice.




Synopsis: ZFW ARTCC Controller reported having numerous losses of separation due to fatigue and not observing the aircraft descend through each other.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While flying along at 4;500 FT in normal flight the right engine had a catastrophic failure. I only heard a loud bang and the plane shuddered one time. I reduced power and scanned the instruments for any signs of problems. Fuel; oil and alternators all showed good. RPM and manifold pressure were also OK. Then a large amount of oil spewed from the top of the right engine. I worried about oil catching fire from the exhaust and also running out of oil. I shut down the right engine and called the nearest Tower for landing instructions. I made an uneventful single engine landing. I then inspected the engine to find the connecting rod cap sitting on the outside of the engine. It had come through the top of the engine case. Examination showed only one bolt bent and broken the other bolt missing. The bearing did not spin in the rod. This leads me to believe the bolt was not properly torqued. The engine has 1;400 hours since factory overhaul.




Synopsis: The pilot of a Beechcraft Baron heard a loud bang and felt the plane shudder; observed oil from the top of the right engine; he then secured the engine and landed at a nearby airport.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying pilot. Upon landing roll out and slowing to taxi speed; Tower issued instructions to turn left off the runway on the exit to our left. The PIC [Pilot In Command] was reading back the instructions. I started the left turn and intended to momentarily move the right throttle to the half travel position and retard it. The throttle however would not retard. Thrust started to increase. I stomped on the brake and asked the PIC to help me shut down the right engine. He was successful in doing so. There was a sound of a compressor stall. Aircraft came to stop on the exit ramp. No damage to aircraft. Crew shut down left engine and [we were] towed to ramp.




Synopsis: CE-560 First Officer reported shutting down the right engine after the throttle stuck in the mid position while taxiing.
Date: 201302
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We were cleared to descend VIA KOHOE ONE RNAV Arrival. I had updated the Descent page on the FMC to increase the descent speed to 280 KTS. 74/280 KTS was entered on the speed line. Approaching HERNG; I noticed that we were at .74M (265 KTS) prior to the speed changeover. I advanced the throttles to compensate; but we were about 10 KTS slow at HERNG. Subsequently; I was able to keep the speed up until the speed crossover point where we were programmed for 280 KTS.An RNAV arrival should not require an acceleration to a greater than normal cruise speed at the Top of Descent. I guesstimate that to show 280 KTS at HERNG; I would have to program .78M or greater to get 280 KTS on the indicated side. Is that what is really wanted? How far in advance of HERNG should I switch from econ cruise to .78M or greater?




Synopsis: A B737-300 Captain found it necessary to accelerate from his standard cruise speed in order to comply with the crossing airspeed required at HERNG while descending via the KOHOE RNAV STAR to DEN.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 37;000 ft in cruise for probably almost an hour all of the sudden got a very loud horn or siren sound on the flight deck. This sound was so loud it made flight deck communications and external communications very difficult. Captain tried to contact dispatch and maintenance while I flew the airplane and handled the radios. Communication with dispatch and FAs was difficult and was compounded by my flying and having a hard time talking to ATC. We landed at the airport we felt was most suitable at the time. We were unable to get enroute weather from dispatch or ATC. Later we encountered turbulence with the seatbelt sign on.

Callback: Reporter stated he never heard the precise cause; but the sound was not from a system alarm or horn and was most likely related to a pneumatic system ducting issue of some kind.



Synopsis: B767 First Officer reported diverting to an alternate airport after a very loud noise developed in the cockpit possibly related to a pneumatic duct leak that interfered with communications.