elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out the cabin failed to pressurize. We ran the checklists and returned to our departure airport [when still] unable to pressurize the cabin.




Synopsis: A Q400 flight crew returned to their departure airport following the failure of the pressurization system.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked; Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
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: Human Factors
Primary problem: Human Factors

Narrative: We pulled paperwork and noted it was a weight restricted flight; close to max structural limit - when fueling was completed; sent message showing 261.5 [fuel] on board. Push was on time; no concerns about weights and taxied to the runway. Didn't have a close out; so we queried them several times as to the delay (we were told the crew chief/loads were working on it). After approximately a 30 minute delay; the closeout came; and we actually came in just a bit under plan (645.6 vs. 647.0). All was checked with what was in the box; and we departed. Approximately 6 hours into the flight; dispatch notified us that the closeout was incorrect - apparently a pallet was mislabeled; and that we were about 5;000 pounds heavier than planned; which made us overweight for both taxi and takeoff. Subsequent communication with dispatch revealed that our actual zero fuel weight was 393.4 vs. the 385.3 we received on the close out. It was my leg; and it didn't feel any different than any other heavy weight operation. The concern was our re-dispatch data was now invalid and they were initially unable to calculate both ETP (Equal-Time Point) info and re-dispatch; making a landing in ZZZZ1 a strong possibility. Eventually we received data from dispatch with updated ETP info and we were successfully re-dispatched to ZZZZ from over ZZZZZZ [intersection] with a minimum FOB (Fuel On Board) of 29.0 (our actual over ZZZZZZ [intersection] was 36.5). Remainder of flight was normal; landed flaps 25 at a weight of approximately 413.0 and arrival FOB at ZZZZ was 18.8 vs. plan of 15.7.




Synopsis: B777 flight crew is informed six hours into flight that a loading error occurred. The aircraft is 8;000 pounds heavier than indicated on the weight and balance; making it overweight for both taxi and takeoff.
Date: 201911
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Altitude
Component problem: Improperly Operated
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Workload; Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Briefed the RUUDY 6 Departure from runway 24 at TEB. My technique for automation is to pre-arm VNAV and above 400' select VSPEED; then checking that 1500' is displayed in the VNAV altitude window on my PFD (Primary Flight Display). The Pilot Flying (PF)'s technique was to select CWS (Control Wheel Steering) on the yoke; then check the VNAV window displays 1500'. The PF briefed using his technique and I could back him up with VSPEED after 400'. Following a normal takeoff and after flaps up; I selected VSPEED and checked to make sure the VNAV capture altitude was 1500'; and it was. Frequency change to departure and PF called for the autopilot at about 1000'. Shortly after the autopilot was engaged we got a TA alert; and my attention was outside to locate the traffic. Then I heard the autopilot disengage warning; and observed the PF stopping the climb at 1760'; then descending back to 1500'. As we were descending the departure controller reminded us to make sure we were at the proper altitude because he had traffic at 2500'. The TA stopped when the PF reversed the aircraft vector. The autopilot did not level at 1500' on the initial climb so the PF disengaged the autopilot and returned to 1500'. One explanation for the VNAV not capturing; would be if I selected VNAV instead of VSPEED above 400'. This would have canceled VNAV and since the PF had selected CWS; the VNAV capture altitude would still be indicating 1500'; thus negating my technique of checking the VNAV altitude for confirmation that VNAV was armed. Checking the Flight Mode Annunciator would have confirmed the VNAV was armed/not armed. The RUUDY departure is time compressed and the margin for correcting avionics errors is small. Also the Pilot Monitoring can get task saturated with configuration changes; flows; radio changes and selecting avionics modes. My choice from now on will be to go down a level in automation and set in 1500'. Then the takeoff and departure avionics sequence will be the same as we do on 99 percent of our takeoff/departures.




Synopsis: Pilot reported exceeding climb clearance altitude after departure due to a breakdown in crew coordination.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: Aircraft X was handed off to Approach from the west. I accepted the hand off; but did not have a strip for the aircraft. After some research; I looked in the FDIO and there was no active flight plan for the aircraft. After communication with Aircraft X; I confirmed that he did have routing; and was IFR. I then asked Approach X to confirm they had flight information on him; and what routing they showed him on. They said he was direct ZZZ and then direct ZZZ1. I then asked Aircraft X what his routing was; and he confirmed it was direct ZZZ1. At this time there was still no flight plan information on the aircraft; so I put in a flight plan. In the process of doing this; his call sign dropped off the screen. After getting the flight plan in; and talking to several other aircraft; I completed a scan to confirm where Aircraft X was located. I did not see his tag; and assumed it had dropped off. Next; Approach Y called asking if I was still working Aircraft X; and advised that he was in their airspace. I then called Aircraft X to make sure he was still on frequency. After I made sure he was I called Approach Y to confirm they were seeing him on RADAR; because at this time; I was not. I then switched the aircraft to Approach Y so that they could identify him. I am not sure how the tag of the aircraft dropped off; but this should not be able to happen. I would recommend that there be a stop in place for aircraft being handed off without having any type of flight plan information; while still being on a NAS code. This aircraft should not have been able to be handed off without have a flight plan; and still be IFR. This is what led to the distraction of having to put a new flight plan in; which evidently led to the tag dropping off. As with any scenario; the controller could try to pay more attention to the aircraft. I don't want to say that I was not paying attention; because I was. In fact; I was at a normal workload steadily performing my duties. I do not feel that I neglected my aircraft at all. Another suggestion would be that when an aircraft is entering or departing the airspace on a NAS code; but not tagged up; the tag highlights of flashes to alert the controller that this is not supposed to be there.




Synopsis: TRACON Controller described an airspace incursion event when the data tag on an IFR aircraft failed to remain with the target. The reporter suggested several automated prevention stops that may have prevented the incursion.
Date: 202006
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I usually don't need to worry about landing currency - I am busy enough with regular flying that I am always current. I was reviewing my logbook today and realized that I flew this one night flight while not night current. With the decrease in flying associated with the COVID pandemic I lost track of the situation. The flight was uneventful.In the future I'll use the 'currency' feature of my electronic logbook and make sure I am current at all times so something like this can't sneak up on me.




Synopsis: Corporate pilot reported not being current for a night flight.
Date: 201906
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I left ZZZ to ZZZ1 to pick up a friend. The trip to ZZZ1 went without incident. I went to [FBO] and put on 10 gallons of fuel. I was back in the aircraft with my passenger and taxied as per instructions to Runway 19. I did my preflight run-up and had no issue. I was cleared for takeoff by Tower and was told to fly a heading of 150 degrees upon takeoff. As I was rolling; the aircraft started shaking. I thought initially that it was the runway lights; so I turned slightly to avoid them. Since that had no resolve I thought it was a flat tire. I called Tower and told them I was aborting the takeoff due to a tire. As I slowed the aircraft and started to depart the runway; the engine quit. The Controller asked if I could get past the 'hold short' line and I told him I would try. However; I had no power and was unable; so I told the Controller this information. We were clear of the runway; but not to the hold short line. I asked the Controller if he would like for us to push it out of the way and he said no that he was sending for someone. The plane was then picked up by [FBO] and taken to the FBO. I then called one of the board members/instructor at the club and was told to leave the airplane so it could be looked after. I then got a ride and went home.




Synopsis: C172 pilot reported an engine failure which caused the aircraft to be off the runway but not passed the hold short line.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Second reporter function: Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: ZZZ ATC handed me off about 12nm north of the airport. I got the ASOS/AWOS info indicating 9kts at 230 degrees; no gusts. I used Runway XX.I applied 20 degrees of flaps; slowed to 80MPH; and transitioned into a forward slip. Had a smooth landing initially. The plane suddenly jumped back into the air with a dangerously slow airspeed and when I got it back on the ground it was pointed towards the left and I felt as if I was going to clip the nose of a parked Cessna 172 at the edge of the runway.It didn't seem to matter how much right rudder was applied; so I decided to go further left since that is what the plane wanted to do anyway to go around the back of the 172 in the grass. That was successful but I hit a taxi light with my left wing in the process.No property damage save my own wing and the taxi marker light.


Second narrative: Student was cleared to Solo at ZZZ. During his Landing at ZZZ; The student described a wind shear event in which his aircraft clipped a runway light. The damage was assess less than $XXXX. No bodily harm nor personnel property damage had occurred. A dent into the leading wing was the result.


Synopsis: Flight Instructor and Student Pilot reported that wind shear on landing during a solo flight caused the aircraft to become airborne and then veer to the side upon landing again; striking a light before the aircraft came to a stop.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
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: On climb out from ZZZ in the high 20s; we experienced an ECAM AIR ENG 2 BLEED FAULT and a fault light in the ENG 2 BLEED. We followed the ECAM actions; which had us bring the X BLEED to OPEN. We then followed the QRH guidance. Since the FAULT light was illuminated after selecting ENG BLEED OFF; we considered our condition as that of the first 'If' bullet. We reset the ENG 2 BLEED by selecting ENG 2 BLEED ON. 5-10 seconds later; the ENG 2 BLEED FAULT light came back on. 20-30 seconds after that; ENG 1 BLEED FAULT light came on; along with BOTH PACK FAULT lights. We began an immediate descent; and in the descent; I successfully reset the ENG 1 BLEED and BOTH PACKS. We diverted to ZZZ1 after consulting with Dispatch and Maintenance. On the ground; Maintenance told me ENG 2 BLEED failed from a bad BMC2 (Bleed Air Monitoring Computer); and ENG 1 BLEED from an overpressure. My feeling is this overpressure resulted from us resetting ENG 2 BLEED with the X BLEED OPEN (from the ECAM actions). I believe the QRH guidance is either poorly worded or incorrect. In my mind; I was to follow the first 'If' bullet. The FAULT light was on after the ENG 2 BLEED was OFF; so I waited for it to extinguish then selected ENG 2 BLEED ON. I now believe (after talking to Maintenance and an Airbus Captain) I should have followed the second 'If' bullet. This would have prevented the overpressure situation on ENG 1 BLEED.




Synopsis: A321 pilot reported a dual bleed air fault condition the resulted in a diversion to the nearest suitable airport.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of Cabin Pressure at FL360. We as crew performed as trained. Passengers aware; safe; and secure. Emergency always under total control from us the crew; descended immediately to 10;000 ft and continued to our final destination.




Synopsis: Hawker 800XP Captain reported loss of cabin pressure at FL360. Flight descended to 10;000 feet and continued to destination.
Date: 201210
Local time of day: 1801-2400
Location: ELP.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During cruise descent into ELP; we suddenly lost all GPS information on the NAV status FMC page. At least six other air carriers reported the same. ATC explained that military operations in the area were responsible. We never recovered GPS data but were able to continue normally as both IRS platforms were tight and FMS position keeping was steady. Checked NOTAMs and saw nothing about military exercises that could affect GPS signals. Our GPS system never returned. It was completely shut off. The only subsystem that was affected was the terrain database that stopped functioning when the GPS signal was lost. Whatever hit us and the other aircraft in the area was very powerful and serves to illustrate how vulnerable our type of GPS system is to interference. I'm sure these military exercises were classified but the Department Of Defense (DOD) needs to be careful with whatever they were doing; especially if the weather in the area is bad. The FAA needs to consult with DOD on this matter because it affected so many aircraft at once.




Synopsis: B737 Captain reports loss of all GPS information during descent into ELP and indicated that other aircraft were affected also. ATC explained that military operations in the area were responsible.
Date: 201705
Local time of day: 1201-1800
Location: ECP.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: We received a double RA when climbing through 17;000 from ECP airport towards the HEVVN Intersection. We were provided a climb to FL230. At around 16;500 feet we were given a frequency change to ZJX center (I think a military controller was working us). During the handoff our TCAS went off and a plane was coming right at us. He was at 17;500. We were climbing through 17;000. I quickly asked the controller if he has traffic for us before I changed frequencies and he then gave us a traffic alert but by this point our TCAS went to an RA for us to descend. We complied and I advised ATC but the intruder plane now started a descent. I saw his red TCAS Symbol say '0' feet difference with a red down arrow and he was coming right at us. Our TCAS then changed and said 'CLIMB! CLIMB NOW! CLIMB NOW!' My partner complied. At this point I picked the plane up visually. It appeared to be an eclipse jet. He obviously saw us and was nose down and banked to the right trying to avoid us. He passed us at approximately our altitude and within 500 feet to our left. Our closer speed with him was probably over 600 knots and it was quite a sight seeing him go zipping by us. I then spoke to ATC slightly agitated and asked again; did he have this traffic for us. He wasn't working this jet and it was probably a VFR. The controller said he was 'sorry'.I assume this plane was on a VFR flight plan at 17;500. I also assume he did get a TCAS alert since he was a jet. We were instructed to descend via TCAS RA because we were initially below him and I assume he was told to climb. But it's my assumption that he didn't want to go into class A airspace so he descended too. This caused our TCAS RA to switch to a climb. This was very dangerous.




Synopsis: Fractional jet Captain reported that they had a near miss during climb.