elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: On climb out; at 2;000 FT; we got Hi ENG VIB #3 (high engine vibration) for about 30 seconds then it went away. Rest of climb out was uneventful. About 2 minutes after top of climb we got ENG High OIL TEMP #3. We ran checklist and I pulled #3 throttle back to keep out of yellow and red zones. I called Maintenance Control and Dispatch on SAT and advised them we were returning. Rest of return was uneventful. [This was the] same issue as yesterday; same airplane new day.




Synopsis: MD11 Captain experiences experiences high engine vibration during initial climb which disappears after 30 seconds. High oil temperature is experienced shortly after reaching cruise altitude on the same engine and the crew elects to return to the departure airport. The same issue had been experienced with this aircraft the day prior.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I was runner on two flights as a quick turn. Both pit team mates were finishing loading gate checks. I completed the walk around and sat in push back. I made contact with the flight deck using push verbiage. Captain asked me if it were a nose capture push; I responded negative. Captain informed me brakes were released and we were clear to push. With wing walkers in place; I informed flight deck that we were beginning push. As soon as the aircraft started to move; I noticed the tow bar moving strangely (wobbly). I immediately stated; 'Breakaway sir breakaway.' I think we had only moved less than a few feet. The Captain slowly brought the aircraft to a stop and set his brakes. I never lost contact with the flight deck. Captain asked me to explain what happened. At the time; I thought the tow bar was incorrectly hooked up. I then motioned to my wing walker to come over. The tow bar was attached to the aircraft but not the pushback. There was no damage or broken shear pin. I asked the Captain if he wanted Maintenance to come out to aircraft. He declined and said they were OK with the push. We reattached the tow bar and resumed the push. The Captain was complimentary on my verbiage and our handling of the situation. I thanked him for his patience and calmness.




Synopsis: Ground crew reported that during pushback of an aircraft the tow bar malfunctioned and a breakaway occurred.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Human Factors

Narrative: While flying over the valley I experienced carburetor ice; and declared an emergency to land at a suitable airport. I had to descend through IMC to land safely while the engine did not want to produce power. After landing visible water was running out of the air cleaner. After 2 hours the skies cleared and the engine ran fine.




Synopsis: C150 Private Pilot experiences power loss at 7;500 feet. An emergency is declared and the reporter descends through IMC to land at a suitable airport. The power loss is attributed to carburetor ice.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Observer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Trainee
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing Rollout
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We took off then proceeded to complete 4 laps in the pattern after which I deemed he was ready to do his first solo. I endorsed him and he proceeded to begin his first solo. Coming in for his first landing everything was looking great; he was lined up on center line; flying at his final approach speed; he floated down the runway a little but his touchdown looked smooth. The plane then proceeded to veer off to the left at which time the student said he was applying correction but the plane was giving no response and continued into the grass in between the taxiway and the runway where the aircraft ran into a ditch. I immediately got over to the student as quick as I could to make sure that he was okay. He had a busted lip but that was all I could tell he then was taken in an ambulance then released one hour later.


Second narrative: I attempted to complete my first solo flight in a Cessna 172. In preparation; my instructor and I completed four takeoffs and landings with no issues. Once this was complete; I dropped him off and continued on to complete the solo flight. I completed all checklists and ensured everything was correct. Everything appeared to be perfect after takeoff to turning final. After touching down on the runway; I noticed the plane started to veer off to the left. I attempted to correct for this by adding right rudder and left aileron to combat the turning. After this failed; I was already in the grass. I tried to tap the brakes but once I did I was already in the ditch and everything came flying forward. After that; I remember being a little disoriented and coming to my senses and got out of the aircraft and started walking towards the runway. I was met by airport EMS and was transported to the hospital to be checked out. I sustained only minor facial and hand abrasions with some small swelling in the lips.


Synopsis: Student pilot on Solo flight in C172 departed runway after landing.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Aircraft Documentation
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Maintenance Action
Contributing factors: Equipment / Tooling; Company Policy; Human Factors
Primary problem: Equipment / Tooling

Narrative: This is an ongoing problem to a program/tool that [our company]; Air Carrier X; has tried to use and is at best intermittent and is frustrating. At Stations with no Maintenance; these tablets are the only means of Aircraft Manual data on a field trip. Wiring diagrams are so hard to use. I see a huge 'Human Factors' issue while using device myself; as well as others who just give up on its use. It is my understanding that 'if' [our] Air Carrier X would turn on the tablet's WiFi feature; it would connect better. As I am told by the people in the program; they are 'Worried' about doing this; as it would open up the Internet for usage. (Not sure if it's for airline security or about persons being allowed to access the web.) This still won't address the wire diagram issue; maybe printers at all stations with the ability to print from the hand held tablets would help.

Callback: Reporter stated he is a Technical Support Line Lead. The Maintenance tablets are different from what the flight crews use. Mechanics could only use a phone signal provider until recently; when Wi-Fi access was also made available at certain locations. But Wi-Fi; or the phone connection; can be lost when entering the aircraft or in the passenger Jetway. When that happens; the Mechanic has to log back onto the tablet and go through the process of re-accessing the Aircraft Maintenance Manual (AMM); or MEL; or aircraft history. Mechanics get frustrated and eventually just refuse to use the tablets. Also; wireless printers are not available to mechanics at outlying stations. All they have is the tablets. Reporter also stated the programs in the tablets used by pilots will flag the need to download current revisions/updates whenever the tablet is logged on to; thereby allowing a pilot to have the most current manual information. Not so with the tablets distributed to the Maintenance group. He doesn't feel the product (tablet) developers' have worked out the unique problems associated with the Maintenance environment. The current Maintenance tablets are not ready for prime time.



Synopsis: A Technical Support Lead Mechanic reports about an ongoing problem with electronic tablets that are suppose to help Maintenance personnel access MEL's; Aircraft History and Aircraft Maintenance Manuals (AMM). Lack of WiFi features and inability to print Wiring Diagrams for troubleshooting purposes were also noted.
Date: 201906
Location: SJC.Airport, CA
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Chart Or Publication
Primary problem: Ambiguous

Narrative: I fly a lot of SJC trips. On the TECKY 3 Departure; there is a speed restriction of MAX 230 KT at both STCLR and MLPTS. Both of these fixes are beneath the SFO Class B airspace. FAR 91.117(c) states: No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area; at an indicated airspeed of more than 200 knots (230 mph). I am confused as to why Jeppesen publishes the speed restriction of MAX 230 KT at those two fixes. It seems like an invitation for crews to violate FAR 91.117(c). I think there should be some note in the SJC 10-7 or Jeppesen and FAA should remove the speed restriction notes.




Synopsis: Large Transport aircraft Captain reported the speed published on the TECKY THREE (RNAV) SID at waypoints STCLR and MLPTS beneath SFO Class B airspace is greater than 200 knots; thus violating FAR 91.117.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Distraction; Situational Awareness; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I took off at approximately XA:10 on an IFR clearance. I established communication with Center shortly after takeoff; prior to [the VOR] and prior to entering IMC. At [the VOR] I was in IMC conditions and proceeded to enter the climbing departure hold as published. While entering the hold; the aircraft entered into a steep turn and began a descent in IMC. Control of the aircraft was regained the same time as the cloud bases were reached. I immediately made a radio call to Center stating that I intended to return to the airport. I did not hear a radio response from Center and made several more calls attempting two way communication. No response was heard. I was apparently too low to establish radio communication. Immediately upon landing; I called Lockheed Martin [FSS] to close my flight plan; confirming that I was on the ground. There are two issues that will be improved upon. First and foremost the temporary loss of control due to disorientation while entering the hold. This could have been alleviated with more careful planning of the hold on the ground and autopilot assistance in the air. Second; I received calls from the ATC Center operations manager after closing my flight plan stating that I violated my IFR clearance with my unauthorized descent. I was questioned as to why I did not [call] Center directly on the ground rather than the regular contact through FSS. Perhaps declaring an emergency even if there was no radio contact would have been useful for ATC Center. Maybe someone could have relayed the declaration. These are inquiries I received from the operations manager who interviewed me.




Synopsis: The pilot of Cessna 206 experienced a loss of control and loss of altitude in Instrument Conditions. After recovering; he was unable to advise ATC; possibly due to his low altitude. He returned to the airport of origin and cancelled his flight plan; but did not advise ATC directly. He was interviewed by the ATC Operations Manager on the event.
Date: 201506
Local time of day: 1201-1800
Location: SBA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 9
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower SBA
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: On a Part 91 training flight for touch and goes. I was cleared for a full stop landing on 15L by tower. Just prior to touchdown; instructor indicated that air carrier was cleared to land on RWY 25 behind reporting aircraft landing on 15L. Another aircraft was cleared to land behind our aircraft on 15L. Upon touchdown; instructor took the controls stating; 'we have imminent traffic landing on RWY 25.' He then accelerated the aircraft to clear us of conflicting traffic on RWY 25. Both the instructor and I felt there was inappropriate spacing by the tower and a threat of imminent collision.




Synopsis: A pilot and flight instructor were surprised when ATC cleared an air carrier to land on the crossing runway during their final approach. The flight instructor reportedly took evasive action on the ground to mitigate a perceived ground conflict.
Date: 201306
Local time of day: 0001-0600
Location: ZZZZ.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 ZZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface; Distraction; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In the high speed regime on takeoff roll we received an inhibited Master Warning. Right after liftoff after the aircraft entered the 'Air Mode' numerous cockpit lights illuminated (15+) on both the overhead panels and the pedestal. All aircraft systems continued to operate normally but the warning; caution and inoperative lights stayed illuminated. We checked the Electrical Synoptic and it showed normal ops for the electrical system. We declared an emergency and landed on the runway of takeoff with no irregularities. Upon touchdown all of the erroneous indicating lights went out. Maintenance suspected an ELMS [Electrical Load Management System] Fault.


Second narrative: The Captain who was the flying pilot had no abnormal indications.As the Captain continued the takeoff; upon retracting the gear; I noticed a series of unrelated off and caution lights on the overhead panel; my entire comm panel was illuminated and both engine fire bottle discharge lights were illuminated as well.


Synopsis: The flight crew of a B777 declared an emergency and returned to their departure airport following receipt of numerous and inappropriate warning and caution lights late in the high speed regime of the takeoff roll.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach into ZZZ outside of the FAF we were descending via the RNAV and encountered a TERRAIN caution followed by one audible PULL UP and then it cleared. During all warnings I leveled off and complied with the EGPWS and continued the approach as soon as all notifications cleared. We were in VMC conditions the entire time and I hadn't seen any indication on the RA lower than 1;600 ft of clearance over the mountain. Continued to land on Runway XX visually but due to high aircraft landing weight 43;000 pounds aircraft was slow to slow and was fully configured at about 800-900 ft. AGL. Was completely stable by 500 ft. and landed with no incident.Cause: Speed Could have been 'fast' (210 kts.) through the approach which might have caused a steeper decent than desired through the IAF-FAF stage of the approach. This steeper decent although on the FPA might have caused the EGPWS system to call for the warnings.Accepted and landed afterwards with no further event.Suggestions: Slow and configure approach reaching the IAF to avoid steep descent.




Synopsis: EMB-145LR Captain reported an uneventful landing after receiving and complying with a 'Terrain' EGPWS alert during approach for landing.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Ground loop.




Synopsis: An experimental aircraft pilot reported that the aircraft ground-looped during takeoff roll.
Date: 201712
Local time of day: 1201-1800
Location: BGM.TRACON, NY
Light: Daylight
Aircraft: Trinidad TB-20
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class D AVP
ATC / advisory: TRACON BGM
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was popup IFR in AVP airspace. He was tagged up and flashed right on the boundary. AVP called for a handoff; and we; training took radar on the aircraft at 4000 ft in a 5000 ft MVA (Minimum Vectoring Altitude). Aircraft was climbed to MVA and continued route of flight without issues.




Synopsis: BGM TRACON Controller reported receiving an aircraft on an automated handoff below the Minimum Vectoring Altitude.