elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 50
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Fatigue; Distraction; Confusion
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was an FAR 91 leg returning from an FAR 135 trip. Shortly after departure talking to Departure we were given a climb to 11;000. I had been in the process of completing the After Takeoff Checklist when the pilot flying disconnected the AP and pushed the airplane over to recapture the assigned altitude. I noted our altitude was 11;800. Immediately after the pilot flying disconnected the autopilot; two warning messages illuminated. They were autopilot TRIM; and MISTRIM. In the DA-50 when electric trim fails; the autopilot does not have pitch authority. However; it does not disconnect the autopilot. Therefore the autopilot tried to capture the altitude but was unable. We returned to altitude and continued our flight. ATC did not make any reference to our altitude. As we proceeded to our filed destination we continued troubleshooting the electric trim. It seemed to be operating at 1/2 speed if at all. We tried the autopilot one more time and after a brief period of time it was apparent it would not hold altitude. The trim was written up and Maintenance was notified. As a possible contributing factor; the morning of the day before this trip we were assigned by 'hot standby.' We were required to sit at the airport for six hours with the APU running which means we had to be awake and ready to fly. I believe this contributed to our alertness. Even under a maintenance situation; pilot awareness is primarily. We should have noticed the altitude earlier. Departure is a busy phase of flight; heightened alertness is important.


Second narrative: This occurrence serves as a good reminder for all first officers who are building left seat pilot flying experience; where their focus and attention should be as the pilot flying and to resist the urge to perform pilot not flying duties that they may be accustomed to performing. This is also a good example of how quickly the links of 'The Chain' can build.


Synopsis: A DA-50 annunciated TRIM and MISTRIM while climbing to 11;000 FT and so the autopilot did not automatically capture the altitude; but overshot by 800 FT. Fatigue; task saturation and inexperience well elements in this event.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was in level flight at 5000 feet MSL on an IFR flight plan talking to Departure Control. The S-TEC autopilot was in altitude hold mode and had been in such for at least a few minutes. Suddenly; the autopilot pitched up the plane. I caught the altitude increase at approximately 5350 feet MSL. There was not a conflict or even any ATC communication. This is the second time; however; this has happened with this autopilot; but it was at least 20 hours ago. I had flown it and others had during this time with no problems. Approximately 20 hours ago; I was in the plane and the same thing happened in cruise. It was [at] a slower altitude increase and I caught it at about 125 feet altitude increase. I am reporting this to see if there have been other problems with S-TEC AP's in altitude hold mode.




Synopsis: Beechcraft pilot reported an altitude excursion due to an autopilot malfunction.
Date: 201902
Local time of day: 0001-0600
Location: GRR.Airport, MI
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C GRR
ATC / advisory: Tower GRR
Second aircraft: Regional Jet 200 ER/LR (CRJ200)
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working South Arrival Radar; we were landing and departing 8R and 17 (crossing runways). Departures climb to 040; arrivals descend to 050 until they pass the Tower's departure pie. I had Aircraft Y on a right downwind heading from the southeast to land 8R; level at 050. Local told me he had a departure (Aircraft X) rolling on Rwy 17; and wanted to know if he should leave him runway heading or turn him southwest-bound towards his first fix. I did not realize he was departing 17; thinking he was departing 8R; the same one I was vectoring toward. I told him to leave him runway heading. Then I asked the Tower if I could descend Aircraft Y; the Tower approved the request; and I descended Aircraft Y to 030. Then Aircraft X's target popped up south of the field; and I realized he was departing RWY 17; and the two jets were on a collision course; with Aircraft X climbing to 040; through Aircraft Y's altitude of 030. Traffic was issued; both jets had traffic in sight and were instructed to maintain visual separation. Both aircraft received RAs (resolution advisories) and luckily responded to those.Listen to the coordination.




Synopsis: Grand Rapids Radar Controller reported a loss of separation when a departure and arrival were at incorrect altitudes to maintain required separation standards.
Date: 202001
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: On push back the aircraft tow bar broke away from aircraft. The push crew instead of using proper phraseology said to set brake instead of breakaway. It was dark on the ramp with nothing close by for reference.I did not feel or could I tell the aircraft was still moving and disconnected from the tow bar. The aircraft jerked as parking break was set. I made Mx log entry and Mx inspected for damage. I called the ramp supervisor once I arrived at ZZZ emphasizing the need for adherence to SOP and proper phraseology.




Synopsis: A320 Captain reported that non-standard phraseology by the pushback crew resulted in confusion following a breakaway.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL180 on climb out; the flight attendants called up to the cockpit to report smoke coming out of several ovens in the aft galley. I as relief pilot told the Captain that I would go back and assess the situation. When I arrived in the aft galley there in fact were several smoking ovens with real smoke. We immediately de-powered the galley and removed all food from the ovens. I called to Captain and told him that I was concerned that it was an issue different than spilled food because 6 of the 8 ovens were billowing smoke. There was no sign of spilled food or grease in any of the ovens. At that point the Captain advised ATC and made a turn to return to ZZZ for landing. I maintained coordination with the flight attendants and had them de-power all the galleys in the airplane including pulling the circuit breakers. I returned to the cockpit and took over all communications with Dispatch; the flight attendants; the passengers; and Crash Fire Rescue on the ground in ZZZ. On final approach into ZZZ the flight attendants called and said the ovens were smoking again. This was 15 minutes after power had been removed. I instructed them to shoot the ovens with the Halon extinguisher. They did and arrested the smoke. We landed without further incident. Taxied to the gate and replanned the passengers.




Synopsis: B777 First Officer reported that a faulty oven in the aft galley resulted in smoke and possible fire and resulted in a return to land.
Date: 201505
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Special Use W-107
ATC / advisory: Center ZNY
Second aircraft: Military
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Time Pressure; Troubleshooting; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Giant Killer called to advise me that Whiskey 107 was going active. I pointed out 3 aircraft to them; one southbound and two northbound. One of the two northbound was Aircraft X which was 20 miles east of AZEZU about to cross B24 northwestbound direct CAMRN. They approved Aircraft X direct CAMRN descending to 9;000. After I hung up; a few minutes later I witnessed some targets entering W-107 and heading in the same direction at Aircraft X. I called Giant Killer to ask them what the targets were doing and they said they were going eastbound. I asked them if they were still ok with my point outs and they said yes.  A few more seconds go by and I noticed that the military targets are not going eastbound but are headed directly for the Aircraft X. I then called W-107 and asked them what they were doing again and they said now they were stopping the targets at 20;000 ft. So I told the radar controller and she stopped the Aircraft X at 21000. By that point the Aircraft X advised they had an RA alert and were climbing to FL220. After military targets were eastbound and away from Aircraft X the radar controller reissued the descent clearance.Giant Killer needs to be in better contact with the pilots. One of the W-107 controllers advised that they were having trouble communicating with their traffic.




Synopsis: ZNY Controller reports of an airspace that is going to become hot. He coordinates with the airspace authority to have one last aircraft go through this airspace; which is approved. Minutes later the Controller sees targets entering the area going towards his pointed out aircraft. Coordination ensues; and his aircraft is still approved into the airspace. His aircraft is stopped above the other targets and the pilot reports a RA due to the fast moving targets.
Date: 201311
Local time of day: 1201-1800
Location: HND.Airport, NV
Flight conditions: IMC
Weather elements / visibility: Rain; 5
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Training / Qualification; Human-Machine Interface; Confusion
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Was vectored onto final approach course of the GPS-B into HND Airport. After the IF I did not receive vertical GP down to the next restricted altitude so I commanded vertical speed (V/S) on the flight guidance panel to capture. Between the IF (HAKID) and the FAF (JEXIX) I read an incorrect minimum altitude from the vertical navigation vs. the minimum altitude for that segment of the approach descending almost 700 feet below the prescribed altitude for that segment before I caught my mistake. I received a ground proximity alert and initiated a missed approach. I then climbed to 7;000 feet MSL and received vectors for the second successful approach.




Synopsis: A corporate jet autoflight system failed to generate a glideslope on the HND GPS-B approach; so the pilot selected V/S and descended 700 feet below the IF to FAF segment minimum altitude where the GPWS TERRAIN warning alerted at which point he executed a go-around.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Scheduling called at XA:30 pm and changed my reserve zone from XE:30 to XJ:15 and at the same time assigned me a trip with a XC:00 report. That meant a wake up throwing my circadian rhythm and sleep profile completely out of schedule. This resulted in a four day trip with extremely early departures and never could get body clock on check. Result; 4 days of fatigued flying!  I believe scheduling needs to be careful with zone changes to accommodate shortage of reserve pilots as it creates an opportunity for fatigue and unsafe flying. Have adequate reserve coverage so zone swapping of this nature is not necessary.




Synopsis: Air carrier First Officer reported experiencing extreme fatigue due in part to a call from scheduling that upset his circadian rhythm.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I received takeoff clearance for Runway XX at ZZZ. Shortly thereafter; the tower advised the Runway XY RVR had dropped to 2;100 after I had released brakes and was truing up the power settings. After the exchange with the tower what flashed through my mind was akin to 'That's rollout; not controlling; and they didn't drop the prevailing value' - and by then airspeed was alive and I put it out of my mind.It was only as I was climbing on course that I digested further - this RVR report made the ILS XY - my only viable option for returning to ZZZ - below minima. This was the first time I have departed using OpSpec C057. I had gone over the approaches & criteria about an hour before and hadn't imagined/'briefed' for this particular scenario - which I could have anticipated; as the forecast had been amended repeatedly. In retrospect; although I believe my departure was legal and this is not an 'event' - barely - I did have enough time to abort safely; just not enough time to think it through. If I had received this information while taxiing or holding short I think I would have decided against taking the runway. I was not 'gung-ho' and thinking of completing the 'mission.'Contributing factor may be [lack of staffing] in the tower at this hour - he got my release; issued takeoff clearance; and then proceeded to issue a new METAR.I reviewed the sequence of events repeatedly. Aborting the takeoff could have been an over-reaction. In future I will include this type of scenario in my departure brief/self-brief.




Synopsis: Beech 1900 Captain reported not recognizing during takeoff roll that the decreasing runway visibility would not permit a return to the field if necessary.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [At cruise altitude] I started to notice a light odor of something the smelled like 'a greasy engine room;' but the First Officer could not smell it. As I continued to sniff around my EADI flickered out and went black. It was about then that the First Officer also noticed an odor. My side of the cockpit began to smell more like melting plastic. I decided the combination of melting plastic odor and failing electrical equipment could be the beginning of a potential fire in the cockpit and decided the safest action was to put the plane on the ground as quickly as possible. The nearest suitable airport that had [required] runway length and fire equipment was ZZZ. I declared an emergency with ATC; requested coordination with ground equipment; coordinated with company to have agents meet us there; and advised dispatch of what we were doing. We landed; and unloaded passengers into the terminal. I think this all worked out as well as it could despite the hassle to passengers. Pilots; ATC; Fire Department; and Station Agents all reacted quickly and professionally to a potentially catastrophic problem before it turned into one.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B1900D flight crew reported noticing an electrical smell followed by failure of the Captain's EADI. An emergency was declared and the flight diverted to nearest suitable airport.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Magneto/Distributor
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Summary:  Off airport landing following component failure.  Mag casing broke and detached from engine.Enroute to destination airport.  110 mph.  500 feet AGL.  Winds 3-5 out of NNW.  3/4 fuel. Pilot sole occupant.  Visibility excellent. Rural area; mixed fields and woods.Loud bang and engine lost power.  Approximate RPM 600 or less.  No other attendant sound.Immediately turned to adjacent field; into the wind; within glide cone.  Throttle non-responsive.  Set up for the field at best glide (55 mph) and landed without incident on loose recently harvested surface (aircraft on 26-inch bush wheels).  Nil power on landing and engine quit completely once throttle closed.  Three-point uneventful landing on soft field.No damage to aircraft or occupant. Inspection of engine immediately after revealed detached right mag hanging on studs (Slick mags).  Mag case appears to have failed near attach points; with a break 1-1.5 long on mag seat under attach point hardware.  Once broken the mag detached from the accessory case.Incident took place approximately half mile from a private airstrip.  Aircraft towed over to same on farm road and secured in hangar pending further investigation of major component failure by AP/IA who maintains same.




Synopsis: Piper J3 Cub pilot reported the mageneto casing broke and detached from the engine during cruise resulting in loss of power and a successful off airport landing.