elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received a 'Flaps Fail' Caution Message in level cruise flight at 27;000 FT. We complied with the checklist; advised ATC of the situation and runway request; declared an 'Emergency' and landed safely with flaps at zero degrees and no further events.


Second narrative: About 25 minutes from [our destination] and flying level at about FL220 we received a 'FLAPS FAIL' caution message. I was the pilot flying. The Captain ran the checklist and we declared an emergency to ATC requesting to land on the longest runway. The Captain calculated the new landing distance with flaps in the zero degree position and followed any other action directed by the checklist. I continued flying and communicating with ATC. After running the checklist the Captain and I briefed/loaded the approach. This caused our approach speed to be about 30 KTS faster than we normally fly. The Flight Attendant was notified but we did not let the passengers know what was happening. I safely landed the airplane and we taxied off the runway to our gate. No further incident occurred.


Synopsis: The pilots of a CRJ-200 observed a Flaps Fail Caution Message during cruise. They performed the appropriate checklist and executed a successful zero flap landing.
Date: 201403
Local time of day: 0001-0600
Location: ZUA.ARTCC, GU
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZAU
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Weather
Primary problem: Ambiguous

Narrative: D-SIDE issued a departure heading of 320 degrees to avoid a TFR over the northern part of Guam. There was significant weather (low ceilings; clouds; precipitation; etc) over the pilot's route and to the west. After radar contact; the pilot requested to deviate right due to weather. I told the pilot he could deviate left of course only due to a TFR off his right. He said that wouldn't help and I told him to turn right heading 330. This kept him west of the TFR; but still in hazardous weather. If I allowed the pilot to turn more to the right; the aircraft would have penetrated the TFR. We have been told that no aircraft may enter the TFR; regardless of the status of the THADD (Theatre High Altitude Area Defense System). I recommend the TFR and the THADD be removed since it is more of a hazard to navigation than the threat of missiles from North Korea. If the TFR and THADD are not removed; the airspace should be changed to a Restricted Area; Prohibited; and/or some other type of permanent airspace.




Synopsis: ZUA Controller laments the loss of airspace to the TFR over the THADD system on the east end of Guam. Reporter suggests the airspace should be changed to a Restricted Area; Prohibited; and/or some other type of permanent airspace; since it does not appear to be temporary in nature.
Date: 201512
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Thunderbolt II (Warthog A-10)
Aircraft component: Transponder
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; 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; Procedure
Primary problem: Human Factors

Narrative: Left seat pilot was under hood; instructor was looking for traffic. An A-10 moving the opposite direction seemed to take evasive action to avoid our training flight. After startup and during our run-up; we neglected to put the transponder in Altitude reporting mode; which caused the controller to miss us on secondary radar. My mistake as an instructor was not remembering to verify altitude reporting mode; not being as vigilant with traffic scan; and neglecting to talk to approach control in the practice area.




Synopsis: A flight instructor reported an airborne conflict with a military aircraft that may have been caused by the failure to operate the transponder in altitude reporting mode.
Date: 201410
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight to ATL. We were briefed and set up for an ILS PRM to 26L. Just after crossing ERLIN at 14000 feet on the STAR we were given new runway assignment of ILS PRM 28. We were also switched to 127.9; where we were told to descend to 12000 feet. Trying to load the transition to RWY 28 it wouldn't come up. We asked for a heading; while on an assigned heading of 160; we received a clearance to descend from 12000 feet to 7000 feet. Crossing approximately 10600 feet; ATC asked us what our assigned altitude was; Captain respond cleared to 7000; ATC came back and said climb immediately to 11000 feet. Autopilot off and GO power was set and a climb from 10400 to 11000 was accomplished. At 11000 feet autopilot was turned back on. Captain was pilot not flying; First Officer was pilot flying.Cause: Runway change last minute; having to reprogram the FMS and re-brief a new approach last minute; problems with not getting the correct transition loaded; all in an already high workload environment of the STAR.




Synopsis: CRJ-700 Captain reported descending below assigned altitude when they took a clearance for another aircraft. Captain mentioned workload and late runway change as contributory.
Date: 201809
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While established on the FRNCH3 RNAV Arrival in the vicinity of HIMOM intersection; ATC changed our arrival from the ILS 34R to the RNAV (RNP) Z RWY 34R. The RNAV approach was loaded into the FMC; NAV panel and bugs were set; and the approach was quickly briefed. During our rushed approach set up and briefing I failed to [verify] that the FMC legs page was not sequenced properly; culminating in the AFDS not capturing the RF turn at MCMUL and continuing a track to KALME. I disconnected the autopilot; turned left to reestablish on the approach track and shortly thereafter the Approach Controller queried about us not being established on course. We were then cleared to proceed visually to Runway 34R and landed safely.




Synopsis: B737NG Captain reported a track deviation occurred following a late clearance change to the RNAV (RNP) Z Approach to Runway 34R at DEN.
Date: 201906
Local time of day: 0601-1200
Location: EGLL.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower EGLL
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were cleared for takeoff on Runway 27L as preceding 777 was rotating leaving runway. We assumed as usual in LHR this reduced separation behind a heavy was because the preceding aircraft would turn left/south on course on the SID as we were assigned departure to the right/north. The preceding heavy 777 climbed out straight ahead and we encountered 'moderate plus' wake turbulence at approximately 200 feet AGL. We were rocked left and right for 2-3 cycles. This encounter at such a low level on a heavy at heavy gross weight extremely jeopardizes safety of 312 souls on board. This practice will eventually lead to another loss. It cannot continue. We need more separation. Safety first. Cause: poor and dangerous spacing practices worldwide! Suggestions: Better separation standards placing safety ahead of aircraft pushing.




Synopsis: B777 First Officer reported encountering 'moderate plus' wake turbulence departing EGLL behind another B777.
Date: 201508
Local time of day: 0601-1200
Location: SAMV.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center SAMV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Physiological - Other; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: While in cruise at FL370 with the autopilot engaged in smooth air; we encountered a sudden severe turbulence event probably associated with mountain wave activity. During the event; the airframe speed reached Mach .85 momentarily; followed by airspeed excursions of +/- 20 KIAS; +/- five degrees of bank; and altitude change of +200 feet. The encounter was brief and sudden; with two sudden 'jolts' of turbulence; then mostly light chop during the mountain wave which affected the aircraft a further 2 minutes or so. The autopilot and autothrottles remained engaged throughout the event; although manual power control was necessary to remain at a safe airspeed.Occasional MDT turbulence was forecast along our offshore route and we had made several altitude changes in the previous twenty minutes to find smoother air; helped out by reports from several other flights ahead of us bound for SECL. Occasional MDT turbulence and Occasional MDT mountain wave were also forecast in the immediate area of the encounter; however no other traffic had reported turbulence activity eastbound. Although we had been in smooth air for approximately five minutes prior to the encounter; the seat belt sign was illuminated due to the forecast.Immediately prior to the event we were at 295;000 LBS Gross weight and Mach .815. The captain was in the cabin in the crew rest seat. The event occurred while eastbound near REPEV on UL560; near the crux of the Andes mountain range.After the event; the cabin crew reported that service items had been displace to the floor and one Flight Attendant (FA) had hot coffee spilled on him and possibly burned. No actual injuries were noted; however; and the FA who had the spilled coffee said later he was alright. No passenger issues were reported to us in the cockpit.


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


Synopsis: An air carrier aircraft encountered un-forecasted severe turbulence and mountain wave activity over the Andes Mountains in South Central Argentina.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed my home airport solo for a training lesson followed by a planned short field landing and takeoff at an area airport. As I was climbing through 1;500 MSL I noted two bars on the CHT gage had turned yellow; I acknowledged it and continued to monitor it until I reached cruise altitude of 3;500 and brought power back to the cruise setting of 65% and the warning disappeared. I [completed my maneuver practice and] was ready to continue my flight for the practice short field landing and takeoff. I set myself up for visual approach for short field landing on Runway 10 [but; on] short final I noticed I wouldn't make my touchdown mark around 500 FT into the field. I applied full power with right radar to make a go-around but the airplane was too slow to have enough energy to fly and I sunk down followed by a hard [touchdown by the] second taxiway; then bounced up yawing to the left [toward] the grass. I brought the power back as I hit the mains; [bounced] on the grass and floated again to the parallel taxiway. I applied the brakes at the that point to stop the airplane on the taxiway but it skidded all the way to the grass 30 FT away from the fence at the east side of the airport as the engine power cut off by itself. I secured the airplane by turning everything off and exited the airplane.




Synopsis: A private pilot aboard an SR20 got too slow on short final for a practice short field landing and attempted a go-around too late; striking the runway; a grass strip; a parallel taxiway and the adjacent greensward during successive bounces and skids before coming to rest and exiting the aircraft.
Date: 201211
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication; Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: While descending on [one of] the complicated RNAV arrival into DCA; the Captain (pilot flying) missed a crossing altitude on the arrival. At the moment I was reviewing my chart for information when I heard the Captain declare 'why did it do that'. After the autoflight system had descended 400 FT some two miles early he disconnected the autopilot and regained the altitude.A major contributing factor for this altitude deviation; I believe; is that these new RNAV arrivals into DCA are overly complicated. Another issue could also be rest; as this was the last leg after flying 5 days in a row with much disrupted sleep and early mornings.




Synopsis: The flight crew of a B737 was surprised when their autoflight system began a descent on an RNAV STAR into DCA prior to complying with the crossing restriction at their active waypoint.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skydio 2
Operator: Government
Operating under: Part 107
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Com Link (C2) (UAS)
Component problem: Improperly Operated
Reporter organization: Government
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS); Flight Crew Private
Human factors: Troubleshooting
Second reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Lost Link (UAS); Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Software and Automation
Primary problem: Ambiguous

Narrative: Two pilots were flying a second bridge [mission] in ZZZ construction site under a BVLOS waiver from [a] Government Agency when they experienced a lost link message while the drone was under the bridge. Drone had eventually regained connection; issue was due most likely to the bridge obstructing the radio signal.

Callback: Reporter stated this was a test flight to find limitation of Skydio S2 flying BVLOS underneath a bridge.

Second narrative: Two pilots were operating in ZZZ construction site inspecting bridges under a BVLOS waiver from [a] Government Agency; when connection was lost. Drone issued return to home function; and signal was regained. Most probable cause was the bridge obstruction causing the interference.

Second callback: Reporter stated this was a test flight to find limitation of Skydio S2 flying BVLOS underneath a bridge.

Synopsis: UAS Crew reported testing UAS to find when lost link would occur while flying beyond visual line of sight around different structures.
Date: 201203
Local time of day: 1201-1800
Location: SBA.Airport, CA
Aircraft: No Aircraft
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was in the Tower at or prior to opening. I noted that the weather was VFR; but with a fog bank along the shoreline and visibility to the south 1 mile; with patchy fog scattered elsewhere. The Supervisor came up to advise me that SBA primary and secondary RADAR would be released to maintenance for several hours. I pointed out the fog and let him know that with in the last hour the ASOS had been reporting VV001 and ¾ SM; and that I couldn't guarantee that the weather would stay VFR. Supervisor advised that the RADAR had to be released and that we wouldn't be losing the ILS. Within 1 hour we did become low IFR. Some aircraft would go missed approach. SBA was using multi mode. When SBA ASR does not contribute to the feed the multi mode performance is poor. Targets are intermittently lost and dropped below 6;000 MSL; especially at 2;000 when vectoring for ILS turn on. There are wide variations in target displacement. SBA is located in a coastal environment where the weather can be changeable; however; even at that we are still located in Southern California where the weather is great VFR 300+ days a year. Although this was one particular event; I have seen frequent poor decision making on the release of NAVAIDS; including RADAR. Decisions are made for the convenience of maintenance personnel without proper weight given to the safety of the flying public. For example fog usually burns off or lifts in the afternoon yet outages are scheduled to start in the morning because maintenance shifts start then and it gives them maximum time; convenient for maintenance personnel? Yes. The safest and most prudent decision when the weather will likely be better later? No; not at all; I would like to see good reasonable judgment used when making decisions to release equipment; with heavier weight given to safety.




Synopsis: SBA Controller voiced concern regarding the facilities equipment release to maintenance policy; alleging equipment release decisions are made to accommodate maintenance schedules rather that insuring the safety of the aviation users.
Date: 201202
Local time of day: 1801-2400
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Generator Drive
Reporter organization: Air Carrier
Reporter function: Captain; 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 Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A Gen Drive Caution EICAS message resulted in the of the left engine generator. We accomplished the QRH procedure; declared an emergency and coordinated a return to our departure airport. We then started and brought on-line the APU Generator and full electrical power was restored. After conferring with Dispatch and Maintenance Control we elected to continue to our destination and canceled the emergency with ATC.




Synopsis: When the left generator drive malfunctioned the flight crew of a B757-200 disconnected the generator; started the APU; brought its generator on-line and proceeded to their destination.