elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Clear; 30
Light: Dusk
Aircraft: Sabreliner 60
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Design
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While level in cruise flight southwest bound at FL400. I was filling out the flight log and engine trend data for the flight. Nothing seemed unusual we were flying almost into the setting sun; it was at about the 1-1:30 position; we were in smooth air and all seemed normal as I filled out the log sheet. I caught a glimpse of the sunset in my window (it was only visible out the co-pilot's window) I looked at the attitude indicator and we were rolling past 30 degrees bank and increasing and accelerating in roll along with an increasing nose down attitude and rapidly falling altimeter going through FL396. I grabbed the yoke rolled wings level squeezing the autopilot disconnect at the same time. There was no 'click' of the autopilot disconnecting affirming to me it already had disconnected. I over-corrected for the decent and ballooned up to FL404 then leveled at FL400; during this time the pilot not flying reported to Center our altitude deviation and that we were correcting. No further anomalies were detected or noted with the autopilot for the rest of the flight. There is no chime when the autopilot disconnects on the plane so I have become very tuned in to the 'Click' of the autopilot disconnecting. On occasion I miss it and this was one of those times. Coupled with it the plane very slowly went into an unusual attitude to the point that I did not notice or 'feel it in the seat'. It was a classic case of everything feels right but your senses are wrong. I am reminded again that even while carrying out the peripheral duties of operating the aircraft the primary job is still to fly the plane.




Synopsis: Sabreliner Captain experiences an undetected autopilot disconnect at FL400 while entering engine data in the logbook. The suns movement alerts him to a 30 degree bank angle and increasing descent rate which is quickly arrested.
Date: 201910
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had an unexpected; abrupt altitude assignment immediately after takeoff to avoid a traffic conflict with another aircraft. Our TOGW was approximately 250;000 lbs assigned Runway 9R; for a Flaps 20 reduced EPR takeoff. The takeoff data message indicated it was an NADP-1 profile. Takeoff clearance included a 040 heading assignment. Takeoff through liftoff was uneventful. Immediately after engaging HDG SEL once safely airborne and gear retraction; I observed a B777 that appeared to be departing from Runway 4R as either an initial takeoff or go-around. The B777 was in a right climbing turn; and was 500-1000 feet above us. Tower called out the traffic to us at 12:30 o'clock. Our turn toward 040 heading kept us clear from the B777 but Tower told us to stop climb at 2;000 feet MSL; and a few seconds later amended to 2;100 feet. We were climbing through 900-1;000 feet when we received the instruction. The Pilot Monitoring Captain set the MCP accordingly immediately; which went to. SPD and ALT CAPTURE.  I had him to set a safe airspeed in the MCP. Soon afterwards Tower assigned a heading of 360; then later 320. We stayed at 2;100 feet thru the turn. I was monitoring the Autothrottle doing its best to keep our commanded airspeed as the indicated airspeed kept fluctuating close to the Flaps 20 redline. While contrary to. NADP-1 profile; I called for Flaps 5 to alleviate overspeed concerns; but the captain left them at Flaps 20 to keep the profile. Eventually we were cleared to a higher altitude and we cleaned up the flaps. We do not think we overspeeded the flaps. Rest of flight was uneventful.It is of concern to us why there was a B777 that appeared to be on a go-around or departure from Runway 4R. It was in a right climbing turn; but initiation of that turn appeared to have started late; causing a conflict with us departing from Runway 9R. Per the ATIS H we had; all arrivals and departures were on 9's and 10's. My opinion is that the B777 caught our Tower Controller off-guard as well (I think it was under a different person's control) and was forced to issue a level off instruction that was within 1;000 feet of our altitude during a takeoff climb.




Synopsis: B757 First Officer reported abrupt ATC altitude assignment due to airborne conflict shortly after takeoff.
Date: 201408
Local time of day: 1801-2400
Location: DEN.Airport, CO
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Troubleshooting
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The southwest arrival gate was shut-off due to weather.  Their arrivals were routed tower-en-route via PUB..BRK..FQF..KDEN.  This took all the southwest arrivals head-on with all the south departures (as they were coming out via SPAZZ/STAKR/PUB due to weather).  Towards the tail end of the arrival push; Aircraft X was approximately 5 miles in front of Aircraft Y a APA arrival deviating.  R2601 was active FL349 and below complicating matters.  After Aircraft Y was no longer deviating north (toward R2601); I assigned present heading.  At this time; both Aircraft X and Aircraft Y were descending 170.  Aircraft X had been a few thousand feet lower the entire time.  I turned Aircraft X direct BRK thinking Aircraft Y would stay behind still.  I slowed Aircraft Y to 250kt.  The turn to BRK was enough to where I was going to loose lateral separation.  At this time; Aircraft Y was descending through FL230 and Aircraft X was leaving FL220.  I stopped Aircraft Y at FL220; and expedited Aircraft X to 170.  I believe Aircraft X did not descend at a rate quickly enough to keep separation.  I noticed while Aircraft Y was on the edge of the bubble; Aircraft X was leaving FL212 and Aircraft Y was leveling off at FL220.  There was also an ALS arrival; and an ALS departure while all of this was going on.  I should have used vertical separation until I was sure lateral would work.




Synopsis: ZDV Controller reports of a loss of separation due to a slow descent rate of the lower aircraft.
Date: 201509
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Ambiguous

Narrative: I had one of the aircraft owners in the cockpit and he was actually flying the airplane. We were on base to final turn on a visual approach. We had been descending at a fairly high rate about 1;500-2;000 FPM. We were leveling off at about 1;500 feet AGL when ATC notified us of a low altitude alert. I suspect it was caused by the high descent rate. There was no danger as we were already correcting.




Synopsis: A corporate pilot and the aircraft's owner were provided a low altitude alert from ATC. The Pilot suspects that it was due to a high descent rate.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After almost reaching cruise altitude of 25;000 FT MSL; we had a Hydraulic Low Level light illuminate for the Green System. We read the checklist and conferred with Dispatch and considered the safest course of action would be to continue to [destination]. During cruise flight we then lost the entire Green Hydraulic System. We then ran that checklist and talked with Dispatch again and once again considered the safest course of action would be to continue.With the loss of the Green Hydraulic system; we lost landing gear operation; flap operation; outboard flaps and nose wheel steering. With these considerations we decided the best course of action was to land on a longer runway. Once we checked on with Approach; we declared an emergency and continued to run the checklist for gear extension by free fall. The landing gear came down without incident and we safely landed and taxied to the gate without incident.Note should be taken that the aircraft was written up (by myself) in the logbook for 'possible hydraulic leak under the left nacelle' the previous evening and was signed off by a mechanic the day of the event without finding a leak. The mechanic said he believed that there wasn't a leak and that it must have been residual fluid that dripped down from a previous fill.




Synopsis: EMB-120 Captain reported losing Green Hydraulic System. After consulting Dispatch the decision was made to continue to destination.
Date: 201409
Local time of day: 1801-2400
Location: MDW.Airport, IL
Flight conditions: VMC
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: Taxi
ATC / advisory: Ground MDW
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While taxiing toward our gate; I told Ground that our gate was occupied. Ground issued this clearance 'on Papa; cross Runway 31R; right on Golf; and hold short of Yankee.  As we approached the Runway 31R hold short line on Papa with the intent to cross the runway; the Captain said; 'isn't that airplane landing on 31R?'  The aircraft was landing from our left to our right. He then stopped the airplane and set the parking brake on Taxiway Papa short of Runway 31R.  Eight to ten seconds later; we watched a Gulfstream jet touch down on 31R in front of us.  The Controller said nothing.  A few seconds later; I asked Ground Control for further instructions.  The same Controller told us that 'you were told to cross 31R.' I then said; 'I guess you didn't see that jet land right in front of us on 31R?  He said; 'That was my mistake; no one told me that 31R was active.'  I replied; 'You're in the Tower aren't you?'  He said yes and I believe he got my intent.  I then asked for further instructions.  He issued the same crossing instructions and we complied.  Our aircraft was never in danger thanks to the excellent situational awareness of the Captain and our vigilance before crossing any runway.




Synopsis: Air carrier First Officer reports being given taxi instructions that include crossing Runway 31R. Approaching the runway it appears that a Gulfstream jet is about to touch down and the Captain holds short. As the Gulfstream rolls out Ground is queried and indicates that he was not aware the runway was active.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: My airplane is a RANS S-19 special light sport with a Rotax 912 ULS engine. I departed with flight following and climbed on course. At about 4;500 feet; when I tried to throttle back; I could not. Throttle would only come back about half way and as speed increased engine RPM was in yellow zone which is to be used for no more than five minutes. I told Approach the problem and told them I would have to divert. Approach vectored me to ZZZ; which was clearly visible; gave me altitude at my discretion and asked if I needed assistance. I said yes. Switched to Tower; I chose Runway X which was favored by the wind and alternately gliding and restarting the engine. I entered right downwind to Runway X and using no flaps landed on Runway X and with two more bursts of power I rolled off the runway to taxi where crash truck awaited. Tower sent FBO to tow me back to ramp. Taking off cowl; I could see that a throttle cable was snagged on an upright bolt. I believe the cable had become loose at the other end so it could loop over the bolt. Professional help by Approach and Tower made for a successful outcome of a tense situation. In retrospect; I should have asked to climb higher until closer to the field and then shut down engine completely.




Synopsis: LSA pilot experiences a jammed throttle linkage while attempting to level off resulting in higher than desired airspeed and engine RPM. The reporter is vectored to a suitable diversion airport with the engine being shut down and restarted several times to maintain altitude and then to taxi clear of the runway.
Date: 201901
Local time of day: 0001-0600
Location: MSO.Airport, MT
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MSO
ATC / advisory: TRACON GEG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We as a crew reviewed the [approach] pages for the Missoula airport and decided to build both visual approaches to runway 30 and12 in the primary and secondary FMGC Flight Plans.Upon receiving the ATIS; we determined runway 12 was in use and decided we would most likely get the ILS approach; due to a 9000 foot overcast layer. Upon contacting Spokane Approach; we were given vectors for runway 12; followed by a descent clearance; which put us in IMC conditions. Spokane Approach asked if we were able to accept a visual clearance to runway 12. We stated that we would advise once we had the airport in sight.Upon breaking through the overcast layer; I was able to see the airport and acknowledged with ATC it was in sight; followed by being cleared for the visual approach to Runway 12. Due to the fact we were on radar vectors; we elected to execute a visual approach from the north side of the airport. Terrain vigilance was maintained; while flying a stabilized approach and landing.The reason for this report is based on further review of the MSO [approach] pages during our extended debrief. We discovered that there was a 'must' statement in the Terrain Considerations paragraph; stating that all visual maneuvering must be accomplished south or southwest of Runway 12/30; unless receiving radar vectors from Approach/ Departure. Every time we fly into these mountain airports it is a different dynamic.We as a crew would like to make several enhanced recommendations:1. Coordinate with Spokane Approach [on the company's] visual maneuver restrictions South and Southwest of the airport.2. Put a pictorial on the approach-page showing no visual maneuvering is allowed northwest of the airport. 3. Relocate the terminology regarding visual maneuvering to [the same page as a] Visual Arrival. 4. For better clarification; separately state; due to terrain all visual maneuvering of the aircraft must be accomplished south or southwest of the Runway 12/30.  Only radar vectors north of the airport may be accomplished to an instrument approach.




Synopsis: Captain reported that vital information regarding the visual approach to MSO is inconspicuous in the company issued charts.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Rain
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 91
Mission: Test Flight / Demonstration
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nose Gear
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Test flight was scheduled for aircraft post MBV (Main Base Visit). Flight was conducted per the FCF (Functional Check Flight) checklist and profile. During the first approach we encountered a loud bang during landing gear extension and then followed by a Landing Gear Handle Disagree Message (LG/LEVER DISAGREE) on the EICAS. We executed the missed approach and complied with procedures. After recycling the landing gear per the procedure; the landing gear indicated down and locked on EICAS and was verified on RMU. We commenced our approach and landed uneventful. Aircraft was stopped on the runway due to loud bang in flight and was towed off runway by Maintenance.Initial reports indicate the retraction/extension hydraulic lines were catching on the auxiliary gear drag brace washer and preventing the nose gear from extending. Have Maintenance reroute hydraulic lines away from the auxiliary gear drag brace washer.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: An EMB-145's retraction/extension hydraulic lines were catching on the auxiliary gear drag brace washer and preventing the nose gear from extending so an emergency was declared and the aircraft landed uneventfully following a post maintenance Functional Check Flight.