elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: On the GIBBZ ONE arrival into IAD; Washington Center told us to cross HESEE at FL240. The box is pre-programmed with HESEE at or above FL240; so I made the altitude hard. The box also has PHOOW at FL270; which is the fix 5.7 NM prior to HESEE. I did not take the PHOOW at FL270 out of the box. We crossed PHOOW on path at FL270; and then were immediately high for HESEE at FL240. I selected LVL change and we crossed HESEE about 250 feet high. No steep descent after PHOOW message was received.




Synopsis: When ATC altered the charted at or above FL240 at HESEE on the GIBBZ RNAV STAR to a hard 'at FL240' the flight crew of the B737 failed to note the crossing at FL270 at PHOOW just 5.7 NM prior to HESEE would make compliance impossible. They crossed HESEE some 250 feet high.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed with one fire detection loop on right engine deferred inoperable. Climbing through 25;000 FT right fire warning light and bell came on for 20 seconds and then went out. All engine indications were normal. Right engine fire warning activated again for a few seconds and went out. Status message showed both fire detection loops on right engine were inoperable. Contacted Dispatch and returned.




Synopsis: B757 Captain reports being dispatched with one fire detection loop in the right engine deferred. During climb the right engine fire warning light and bell activated and stopped two times. EICAS status indicated both fire loops failed and the crew elects to return to the departure airport.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was landing and monitoring UNICOM and making callsAs I got to within 2 or 300 feet of the ground; a gyrocopter took evasive action and asked if I did not hear or see him.I did not hear or see him.I was somehow not seeing or hearing him.




Synopsis: BE-33 pilot reported a Near Mid Air Collision with a gyro copter at a non-towered airport requiring evasive action.
Date: 201710
Local time of day: 0601-1200
Location: D10.TRACON, TX
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi out at DFW airport; a caution message of 'EFIS COMP MON' [displayed] twice. We were given WSTEX2 CIKAN transition and first fix was LARRN from Runway 18L. After our takeoff from Runway 18L we encountered wake from a preceding MD-80 series aircraft. After flaps retracted; First Officer (flying pilot) maintained rate of climb to escape from the wake. As I recall; at 3;400 ft MSL Regional Departure Control asked if we were going to LARRN. I replied yes. However; after we checked to see if our navigation mode [was] on [and] we noticed that even though navigation mode and auto pilot was on we [had] drifted left of the course. We also checked for any EFIS COMP MON messages. There was no message. As I was about [to] ask for vectors; ATC gave us heading of 230. Then he told us to have our equipment checked for malfunction and we were off course. I replied that we will do that and thanked him. ATC gave us a Center frequency. I contacted the Center. Center instructed us to go direct RBBIT. He also asked us if we need vectors or we are okay to fly RNAV. In that time we were flying towards RBBIT and navigation was performing normal. We replied that we are working with our equipment and seems to be okay now.Today's lesson taught me about situational awareness. Instead of being too automation dependent; I must be aware of [my] position and ready to take corrective action promptly. From now on not only will I brief the departure; I will also highlight the heading and course between the fixes in the SID. And [if] any event equipment malfunction [is] suspected; immediately ask ATC for vectors.


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


Synopsis: CRJ-900 flight crew reported a track deviation occurred departing DFW airport.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear; Thunderstorm
Light: Dawn
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Fatigue; Communication Breakdown; Distraction; Workload; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: Got into destination with minimum rest available; thunderstorms came in right after arrival. Massive amounts of lightning and loud thunder most of the night. I had trouble falling asleep initially; I noticed the clock still just before midnight local with only a few hours left to sleep. It seemed I woke up about every 30 minutes and/or whenever the thunder woke me up. Then around about two hours before scheduled wakeup time; Crew Scheduling woke me up notifying me of an 'adjustment' to my schedule. Thanks for that. It could have waited. So overall; I may have gotten somewhere close to 4-4.5 good hours of sleep; only to be woken up early; then had to deal with more thunderstorms; and deviations on the way. Honestly; the back of my eyeballs hurt; my head hurts; my whole body hurts. And that feeling you get; prior to getting sick; that's how I feel. Just plain communication (on my part) was sketchy. I almost felt as if I was in a haze. Although; the thunderstorms woke me up with a bit of adrenaline while we were trying to fly through and around them. I asked several times for the First Officer to repeat things he said simply because I heard him; but I didn't hear him; if that makes sense. I felt as if it took me twice as long as normal to get a clear thought through my head. I felt unsafe and a potential risk to my job and my crew.




Synopsis: Violent thunderstorms; minimum rest; an unnecessary call from Scheduling; and possibly an impending illness contributed to an Air Carrier Captain flying fatigued.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 20 miles southwest [of] ZZZ below 10;000 feet; an acrid smell of something burning entered cockpit. No secondary indications; warnings or cautions presented. Performed Phase 1 for smoke/fire. [We requested priority] and landed; Runway XXC at ZZZ. Crash crew visually inspected after we came to stop. Smell had dissipated by the time we were stopped.Crew detection of acrid (burning) smell in cockpit. [The] cause remains unknown.




Synopsis: B767 flight crew smelled fumes during approach; requested priority; and landed without incident.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: After touchdown during rollout; heavy rain was encountered. ATC gave us clearance to exit the runway at a specified taxiway; I could not discern which taxiway was the correct taxiway; or even exactly where the taxiways were. I had my windshield wipers on high/fast. While slowing and identified where I was supposed to exit; ATC cleared a flight for takeoff. We had not even started our exit off the runway; nor did I know where exactly I was exiting. After the takeoff clearance issued; I tried to alert ATC we were on the runway; [departing aircraft] was simultaneously reading back their clearance. After [departing aircraft] read back their takeoff clearance; I told them to 'cancel their takeoff clearance; [we are] is still on the runway'. ATC; then asked [departing aircraft] to taxi down the runway and make the first available exit.




Synopsis: B737 Captain reported that after landing; they were still taxiing on the runway when another aircraft was given clearance for takeoff.
Date: 201910
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: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: This report covers numerous flights as this is a systemic issue that happens so frequently I do not have the time to fill out that many reports. I have reported this many times in the past and the trend continues. Marshaller's regularly do not wait for; or verify with the Captain; that the engines have been shut down. They wave in ground crews; out of habit; probably based on sound. I had two flights today and with both flights the Marshalers did not even look up to the flight deck. They crossed the wands; I set the brake and looked out to give the engine cut signal. In both cases they waved in Ground Crews without ever verifying; via me; the engines were off. Based on the amount of time this has been going on; and the frequency with which it happens; it is clear they are not being properly trained; nor made aware of the extreme level [of] danger in not following this critical procedure. It is also clear that this is [not] being given the proper attention. Somebody is going to get fatally injured; if this continues.




Synopsis: B737 Captain reported multiple procedure violations by ground crew that resulted in a safety risk.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the climb we briefly received a Master Caution and the annunciation; AP (Autopilot) PITCH MISTRIM.  Several seconds later the airplane abruptly pitched down about 5 degrees.  The pilot monitoring (PIC) then retrieved the emergency checklist and we began running the procedure.  Before disengaging the autopilot; the airplane again abruptly pitched down about 3-5 degrees.  After the autopilot was disengaged; I hand flew the airplane briefly and noticed the pitch portion of the flight controls were partially stuck.  I then asked the Captain to see if he could feel the same thing.  We exchanged controls; and he confirmed that the controls were sticky about the pitch axis.  We then exchanged control of the airplane back; and I resumed flying the airplane.  The Captain then requested immediate vector to the nearest airport.  ATC then gave us a vector to ZZZ and a descent altitude.  We then engaged the yaw-damp; but left the autopilot off.  During the descent; we had at least four more events where the flight controls appeared to be stuck.  Each time I was able to over-power the control.  I also noticed that once I freed the controls; they appeared to be freed for 20-30 seconds.  During the descent; I was monitoring the outside temperature to detect when we got to warmer air; as I was concerned that all the rain that we had at ZZZ may have frozen and caused the controls to momentarily freeze.  After we passed the freezing level; I did not notice any more problems with the pitch control.  After landing at ZZZ; we de-planed the passengers at [the] FBO.  At that time; we observed water draining out of the bottom of the airplane.  We estimated that about a quart of water drained out of the airplane.  We then re-positioned the airplane to ZZZ1.  After parking; we again observed water coming out of the airplane.




Synopsis: Citation 560XL First Officer reported flight control anomalies in flight.
Date: 201201
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: RUUDY Four RNAV Departure Runway 24 out of TEB to cross WENTZ at 1;500 FT than cross TASCA at 2;000 FT. We crossed WENTZ at 1;500 FT and started our climb to 2;000 FT. Just passing WENTZ; Departure called and gave us a new heading and higher altitude and said we started our climb to 2;000 FT just before crossing WENTZ and in the future be sure that we cross WENTZ before climbing out of 1;500 FT and gave us a frequency change. Not sure what caused the problem. We know the problem with the Newark arrivals descending over Teterboro airport. As this is a RNAV Departure; we have no other way on this SID to identify the WENTZ; TASCA; and RUUDY waypoints.




Synopsis: HS125 pilot is admonished by ATC for starting to climb to 2;000 FT just prior to WENTZ on the RUUDY 4 departure from TEB.
Date: 201402
Local time of day: 0601-1200
Location: COI.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Other Downwind
Airspace: Class E ZMA
ATC / advisory: CTAF COI
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While flying in the traffic pattern at COI; another Piper called that he was going to be entering the pattern. As we were turning left downwind for 29; I could see the traffic making its turn to the 45 for downwind a little closer than normal. Shortly after; the PNF; a CFI; made an exclamation; took the controls and rocked the wings abruptly while contacting the incoming aircraft. As he was doing this; I could clearly see the traffic heading directly at our right wing at the same altitude and an estimated horizontal distance of 400 feet or less. The pilot of the aircraft had us in sight and was able to join the pattern behind us as he planned but it was too close for comfort. Both aircraft landed without further incident.




Synopsis: Two Piper aircraft had a near miss at COI after the second aircraft announced entering the pattern but entered on the downwind near the aircraft already in the pattern.
Date: 201206
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After various speed and altitude vectors for spacing; cleared to descend via RIIVR arrival Runway 25L. While [we were] descending in VNAV PATH and encountering wake turbulence from preceding aircraft; decelerated too slowly; thus crossing GRAMM Intersection faster than the 280 KIAS speed restriction on the profile. Feel the temporary focus on minimizing the wake effect distracted from properly slowing for the restriction.




Synopsis: A B757-200 Captain reported he missed a speed restriction on arrival into LAX when he was distracted by a wake turbulence encounter.