elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1201-1800
Location: CGF.Airport, OH
Flight conditions: VMC
Weather elements / visibility: moderate winds; 20
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower CGF
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was giving instruction in an aircraft for a commercial rating. Upon landing on the ground roll my student got complacent and did not control the airplane. I then instructed the student to apply full power and apply the proper controls. The student froze up on the controls and proceeded towards the right to the runway edge. I was on the controls by then and proceeded to utilize the grass on the right side of the runway to avoid injury or damage to property and the aircraft. The grass departure was smooth and clear of any obstacles. There was no damage to the airport or aircraft. I then stopped and had a discussion with the student about what happened and how to prevent this from happening again. After the discussion I agreed with the student that we should not end the flight on a bad note and proceeded with the flight without incident. After the flight I gave additional ground training so my student makes the proper decisions on go-arounds and maintaining aircraft control in all phases of flight. I also admit that I have not encountered any of my students freezing up on the controls so it was a learning experience for me as well.




Synopsis: Instructor pilot reported a runway excursion by the student during landing.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fuel Control Unit
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other SLOW ACCEL WRITE UP
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The incorrect fuel control part number was installed on a JT8D engine for the bleed valve affectivity of that engine. I miss-identified a bleed control valve as a start bleed control valve which is only installed on pre-service bulletin engines and requires a -12 fuel control unit. The engine being worked on was a post service bulletin engine with no start bleed control valve and required a -15 fuel control unit. I instructed the mechanics to install the -12 FCU and told them that I verified that it was a pre-service bulletin engine. A contributing factor was my lack of understanding of pre and post service bulletin bleed valve components and identification of same components. The issue was discovered a week later during troubleshooting of a slow to spool discrepancy on the same engine. The FCU was replaced with a -15. I should have verified what a start bleed control valve looked like. I thought I knew but had not worked that system before and in the end; an assumption was made about the part as to shape and mounting location; etc. A power plant matrix with engine serial number and service bulletins accomplished as well as bleed configurations would be helpful. Regardless of a matrix or not the responsibility for correct part installation lies with me.




Synopsis: Air carrier maintenance personnel installed the incorrect engine fuel control unit for the affectivity due to confusion over configuration and service bulletin status.
Date: 201704
Local time of day: 1201-1800
Location: RDU.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E RDU
ATC / advisory: TRACON RDU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: While enroute IFR I was climbed to 6;000 feet. I was passed on to approach. Up to then my flight plan was RDU LIB NASCR 1 arrival to JQF. I was issued vectors to the south after 3-5 minutes. I asked how much longer I would be on this heading. They responded 20-30 miles? Then I said I'm canceling IFR and climbing to 6;500 feet and will be turning on course. Approach said climb to 6;500 feet and turn on course and remain clear of their airspace.After a few minutes they asked why I was not heading on course and I told them I was not going to do that because I turned on course to my destination. They didn't like that and said I had to listen to them. Their airspace only goes to 4;400 feet and I was at 6;500 feet. There were other words passed on between us then I was told to call a number upon landing so I did. This has happened above their airspace numerous times in the past by other pilots that I have heard on the radio. It has also happened to our company in the past and we have always canceled IFR and continued on our way with no issues. I always like to talk to the controllers for additional safety but after having this response from Approach I feel like never talking to them unless required because of low weather. This is not a safe thing while over flying any airspace and not talking.




Synopsis: BE36 pilot reported after he cancelled IFR and was receiving VFR flight following he deviated from a Controller's instructions.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The Captain and I received notification from the cabin crew of a medical emergency onboard. Passenger had become unconscious and unresponsive in the forward lavatory and CPR/AED efforts were being administered. Between ZZZ2 & ZZZ airports; medical personnel onboard advised us to land as soon as possible in the hopes of resuscitating the passenger. We therefore expedited to ZZZ airport from our cruising altitude of 36;000' to include exceeding the 250 knot below 10;000' FAR airspeed restriction in the descent to the airport area. This was done under Captain's emergency authority due to the medical emergency onboard. The conditions were VFR and with minimal traffic in the airspace; the risk was deemed to be very low.


Second narrative: Exceeded speed limit below 10;000 ft. Attempting to get a passenger to help. Passenger having a heart attack . Flight attendant and [a] nurse were doing CPR. Defibrillator was connected. No pulse. Delete speed limit below 10;000.


Synopsis: A321 pilot crew reported using pilot emergency authority below 10;000 feet; increased speed; for critically ill passenger.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise; Parked
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Troubleshooting
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Assigned aircraft with 5 MELs including a Main Tank 2 Transfer pump inoperative. Procedure was to operate the Fuel System Controller (FSC) in manual. Discovered in the Aircraft Maintenance Log (AML) that aircraft had departed with this MEL and upon arrival; the inbound crew wrote up uncommanded fuel transfer enroute. They apparently found it necessary to rebalance fuel throughout the flight. We questioned maintenance about the two writeups and they were convinced the fuel transfers were related to the inoperative transfer pump.Soon after departure; it was evident that the uncommanded transfer was still occurring. We monitored it for a short while after established in cruise -- and specifically avoided any attempt at rebalancing so as not to further mask the real problem or induce yet another problem. We concluded that something very significant was happening and coordinated with Company for a diversion. We recorded the fuel used and fuel quantity data at various points while in flight and at block in it clearly showed that fuel was either; A) being transferred tank to tank uncommanded; or B) the quantity indications were unreliable. This data is being retained by the Captain and can be presented if desired.


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


Synopsis: Widebody aircraft fuel system developed transfer and balance issues uncommanded. The aircrew diverted enroute as a precaution.
Date: 201506
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Departed with final weights ZFW 251;956 CG 25.0 Trim 4.0. 1 hour into flight printer prints new final weights 249;646 CG 25.9 Trim 3.7. Dispatch message follows with message that initial final weights were in Kilos not pounds. We used final weights that were sent to us.




Synopsis: B767 Captain reported they received a message during cruise changing their final takeoff weights and CG.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [In the morning]; me and my student departed. We climbed to 3500' and departed Northwest toward ZZZ. After clearing [airspace]; we attempted to climb to 4500' the RPM in climb dropped to 2100RPM. I attempted to put the aircraft in cruise and the RPM dropped to 1000RPM and the throttle cable was stuck in between of the way full and full. I was only able to produce 1000RPM on the engine. At that point I was looking for the best place to land. ZZZ was 6 miles away. With our given altitude and calculation; I realized we could make the runway. I made a call on ZZZ's CTAF to let them know that I would be make an emergency landing on a straight in for runway 35. Once close enough to the runway and landing was assured; I added flaps; initiated a forward slip and landed the aircraft. I taxied off the runway and to the FBO and shutdown.




Synopsis: DA-20 CFI reported low engine RPM during climb and made emergency landing at a nearby airport.
Date: 201310
Location: SCT.TRACON, CA
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Setting the lowest published altitude on an arrival/approach makes for a very nice descent when all is going well.  ATC provided many speed assignments to 'keep our speed up.'  While transitioning from a managed descent to the approach mode; we briefly failed to observe the subtle changes to the FMA's that indicated a mode reversion to our VNAV profile.  It would be helpful to have a more noticeable and audible alert when a reversion occurs.


Second narrative: Approaching FUELR on approach into LAX having transitioned to 25L approach from River 2 arrival; crew did not recognize in a timely fashion a reversion from managed descent mode. Pilot Monitoring alerted Pilot Flying descending through restriction but with rate of descent final level off occurred 500 feet below 7;000+ restriction. Managed descent was re-engaged and next restriction; 6;000+ was made.


Synopsis: A320 flight crew reports descending below the FUELR crossing restriction on the ILS 25L approach to LAX when the aircraft transitions to approach mode from LNAV/VNAV without the crew noticing. The crew detects the error and the remainder of the restrictions are met.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DJI Spark
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Recreational / Hobbyist (UAS)
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Electronic Speed Controllers / Motherboard
Component problem: Failed
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fly Away (UAS); Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Lost / Unrecoverable (UAS); Aircraft Lost Link (UAS)
Contributing factors: Software and Automation; Aircraft
Primary problem: Aircraft

Narrative: Check flight for camera filters over unoccupied playing field.  While maneuvering UAS approximately 200 feet horizontally from pilot; and rotating UAS for different orientations to sun; message 'Center board failure' appeared on controller. UAS continued its forward path until distance to controller showed 1;250 feet; then 'Disconnect' warning followed by total lack of control. Return to Home feature did not function.Attempted to locate UAS by searching as close as possible to last recorded position. UAS not found.




Synopsis: Recreational/hobbyist pilot was flying a UAS when a lost link occurred. The pilot lost all control with the UAS and it was lost/unrecoverable.
Date: 201909
Local time of day: 0601-1200
Location: SEA.Airport, WA
Aircraft: B737 Undifferentiated or Other Model
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)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: Customer Service Representative had us board a full aircraft when pilots were inbound and still in-air. They sat on the tarmac for 55 minutes waiting for a gate; while we had a full aircraft; no ground air; and overheating passengers. The Customer Service Representative did not leave a jet bridge phone and shut the jet bridge door. This made it impossible to contact anyone to ameliorate the situation. Passengers stood in jet bridge for 45 minutes; or sat on the hot and stuffy plane. It was not safe at all; and we were not given any tools to fix it.Do not have Customer Service Representative board aircraft with no pilots nearby; no ground air; and no jet bridge phone.




Synopsis: B737 Flight Attendant reported passengers were boarded onto plane without a cockpit crew; ground air or jet bridge phone.
Date: 202103
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was assigned to work position Flight Attendant (FA) D on the aircraft and completely forgot my exit rows briefing duty the flight. I didn't realize my failure to brief exit row passengers the entire flight. It was during the boarding process of the second flight when I briefed those exit row passengers; that I became aware of what I overlooked on the first flight.I believe upon freshly returning to active duty; after almost an entire year being on extended leave of absence during COVID-19 schedule reductions; led to my lack of attention to flight steps in which years of routines were disrupted. To prevent this event from reoccurring; I need to refresh my memory and utilize my work manual in reviewing duties of each phases of flight.Realized mistake of skipped exit briefing for ZZZ-ZZZ1 flight while initiating exit briefing for the return flight ZZZ1-ZZZ.




Synopsis: Flight Attendant reported after almost an entire year of being on extended leave of absence during COVID-19 schedule reductions; the disruption of routine led the FA to forget the safety briefing for the exit row passengers.
Date: 202112
Local time of day: 0601-1200
Location: BWI.Airport, MD
Light: Dawn
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: TRACON PCT; Tower BWI
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared a visual approach to Runway 10 at BWI by Approach Control and told to switch to Tower. I was heads down changing radio frequency and check-in with Tower and was issued a Low Level Altitude Alert. I did not monitor Pilot Flying who had started descent to glideslope intercept altitude; 1500 ft. AGL. No GPWS alert only Tower Advisory. Pilot Flying climbed up 500 ft. to 2000 ft.; joined LOC and glideslope outside of marker and  landed uneventfully.[Recommend] use of LNAV and VNAV to join visual approach. Delay calling tower until established on final. Do not start descending without being on loc.


Second narrative: Cleared on the visual descending to intercept altitude and onto final ATC advised us of low altitude alert. I felt clear of all terrain and we got no terrain warnings inside our aircraft. Leveled off anyway and intercepted at 2;000 ft. instead of 1;500 ft.


Synopsis: Air carrier flight crew reported distraction caused failure to monitor pilot flying starting early descent which resulted in ATC issuing low altitude alert.