elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to initial descent; at FL310; ATC had assigned a crossing restriction of FL290 at a specific fix. The First Officer was pilot flying. The autopilot was ON with FL290 selected [in the altitude alert]; fix information designated; LNAV ON; and VNAV engaged to do an idle descent. Just as the autopilot was about to begin the descent; ATC called to ask if we were going to make the crossing restriction. I replied with a yes but the First Officer was apparently startled and reacted by taking the aircraft controls and disengaging the autopilot which resulted in the aircraft not beginning its planned idle descent. I told the First Officer to use the speedbrake to get the aircraft down but he was not responding so I activated the speedbrakes. The First Officer was still not responding adequately enough. I told him to push the nose over and use increased speed to get it down but he still did not respond quick enough; seeming to do a gradual descent; resulting in us missing the crossing restriction by 1;500 FT.




Synopsis: Despite having programmed ATC's descent crossing restriction; the flight crew of a B737-400 failed to comply when the pilot flying disconnected the autoflight system and initiated a descent rate less than that required to comply.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Fatigue; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were conducting On Job Training (OJT) Departure East. We had been busy with at least two photo missions and another aircraft operating within our departure corridor. All departures had been stopped below the VFR aircraft. The photo flight a C172 requested his next station and had been altitude restricted but not route restricted. He approached his next station with a departure climbing behind him. I was aware the aircraft may start maneuvers as he reached his station; but I hesitated for just a moment to see if the developmental was going to recognize and restrict the C172. I saw the aircraft initiating a westbound turn that would create a conflict with Departure. I told the C172 to remain northbound. He read back the restriction and I thought the aircraft would turn back north. He continued his turn and was now southbound pointed directly at the B757. I told the Boeing pilot to fly heading 310 in an attempt to resolve the conflict. He reported he was responding to an RA; so I then discontinued further instructions. The situation got convoluted and eventually we got the 757 above the C172 and on course. The developmental had mentioned feeling fatigued and asked about whether we were close to getting a break. I should have recognized this and discontinued OJT. The training session was no longer beneficial to him at this point of exhaustion. The complexity was very high. The facility as a practice; regularly let's photo aircraft operate in close proximity to the heaviest departure and arrival corridors. It is often a huge impact to our operation. I should have been much more restrictive with the VFR's; discontinued OJT; asked for a hand off and asked the supervisor to re-evaluate letting the photo aircraft operating as requested.




Synopsis: TRACON Controller providing OJT described a TCAS RA event between an Air Carrier departure and a Photo Mission C172; the reporter listing developmental fatigue; traffic complexity and facility practices as contributing to the conflict.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff roll on Runway XXL at ZZZ with airspeed indication slightly higher than 10 KIAS (airspeed alive) and engine RPM at approximately 2;500 RPM; I noticed the airspeed indicator was not indicating any further increase in airspeed. By this time; the airplane was approximately 1;000 feet from departure end of Runway XXL. So; I decided against an aborted takeoff based my concern for the possibility of running off the departure end and having a catastrophic accident. So; I continued to rotate and shallow climb to a traffic pattern altitude of 1;000 feet AGL and asked ATC for an immediate turn to crosswind at approximately 700 feet AGL for landing on Runway XXL ZZZ. Engine RPM indication at an altitude of 1;000 feet remained at 2;300 RPM with throttle pushed less than half way in. Airplane handling felt normal like normal steady cruise in the traffic pattern and airplane control remained stable with no indication of altitude loss or any aural stall indication. I then reduced engine power to 1;700 RPM once abeam runway XXL threshold on left downwind and turned left base and eventually to final leg and landed the airplane on Runway XXL. Upon touchdown; I applied maximum braking and full elevator up control pressure and brought the airplane to a stop prior taxiway X1. I then safely taxied the airplane back to the southeast ramp and reported the issue to dispatch control.




Synopsis: Flight Instructor reported unreliable airspeed indications at take off and elected to perform an air turn back and precautionary landing.
Date: 201210
Local time of day: 0601-1200
Location: DCA.Airport, DC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: While at the gate counter preparing the flight plan I saw what I thought was a Federal Air Marshal checking in for the flight. Nothing was ever said to me about Air Marshals on the flight. This flight had FAA Inspector on board; who works in the Certificate Management Office. The problem began when the agent started the boarding process without consulting with the flight attendants. Passengers arrived at the airplane; catching the flight attendants off guard. The FAA Inspector actually held the passengers on the jet bridge while the flight attendants scrambled to prepare the airplane. FAA Inspector apparently confronted the ticket agent and; according to the Inspector; the ticket agent copped an attitude. A few minutes later an armed FBI agent appeared at the cockpit door to show me his ID. I had no paper work on the individual and he said the ticket agent had my copy of the paper work. A few minutes later a DEA agent arrived at the airplane; and this time the ticket agent had sent my paper work with the DEA agent. I asked the DEA agent if he was aware of the Air Marshals and the FBI agent that were also on the flight; and he said he knew about the FBI agent; but not the Air Marshals. I immediately called for a supervisor to come to the plane. I explained the situation to the supervisor and he apologized for the mix up and said he would take care of the issue. A few minutes later another ticket agent came into the cockpit and I asked if the LEOs had met the Air Marshals. He said there were no Air Marshals on board. Then the original ticket agent came to the cockpit and I asked him if there were any Air Marshals on board. He said 'no'. One of the ticket agents went back to the gate counter and returned to the airplane a few minutes later and told me there were indeed two Air Marshals on board. Knowing that the two LEO's did not know of the Air Marshals; I instructed the ticket agent to inform all four armed individuals of each other. (Which he did). The flight departed 13 minutes late with no further issues. FAA Inspector said he would be investigating the events on this flight which has prompted me to submit this report.




Synopsis: Armed Federal Agents and Law Enforcement Officers boarded aircraft without proper notification to the crew and or knowledge of each others presence.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Flight Engineer / Second Officer; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Fatigue; Physiological - Other; Situational Awareness; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Monitoring (PM) on the flight to ZZZ. Descending on the ZZZZZ FIVE arrival heading to the ZZZZZ1 fix. Approximately 20 miles from the ZZZZZ1 fix ATC called and revised the fixes after ZZZZZ1 but told us to comply with all the restrictions. The ZZZZZ1 fix includes a crossing restriction of 27000 feet. I read back the new clearance and confirm it with the Captain/PF. Done; then I went heads down to re-program the FMS including changing the landing runway.As I transfer my eyes back to the PFD to continue with the PM duties; I noticed the altitude at approximately 25;000 feet. I pointed the deviation to the Captain who stopped the descent.  No traffic conflict was issued by ATC and we continued with the arrival using the depicted profile. While I have the primary duty of PM there are additional duties such as the checklist; FMS Programing; radio calls etc.; that can distract us at important times. Compounding the situation was long days with five legs and 10 plus hours of duty. On top of that; due to the COVID crisis; we are operating with reduced staff and salary freeze creating additional stress and fatigue. I think prioritizing the duties is important and an art. Yet sometimes we reach limits and we don't recognize it.




Synopsis: Air taxi First Officer reported an altitude deviation during arrival and cited short staffing; fatigue and stress due to the COVID-19 pandemic as contributing factors.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Corporate
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness; Training / Qualification; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; 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: A training flight was conducted to ZZZ. We entered on a 45 to left downwind for runway XX at ZZZ. Heard a call that there was an aircraft 6 mile final just before we entered the downwind. We kept it in mind; but in the process of trying to configure to land; we forgot to look out for him. Upon turning base; we saw him on final directly 12 o clock ahead of us about 150ft above us and about 200ft lateral. We immediately turned right and exited the pattern to come back in for a 45 to a left downwind again. We heard a call that the aircraft on final is going around and offset to the right to rejoin the downwind again. We called and said we were rejoining the pattern again. We ended up rejoining and following traffic on base and came in for a full stop.We did not have traffic alert or traffic displayed because we only had ADS-B out. There was definitely lack of awareness and some complacency on our part. We will be extra vigilant from now on to look out for traffic and keep separation in the pattern.




Synopsis: Instructor Pilot reported loss of situational awareness led to a near mid air collision when another aircraft that had announced their intentions and was encountered.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Tower, 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; Return to Home (UAS)
Airspace: Class G ZZZ
Aircraft component: Com Link (C2) (UAS)
Component problem: Improperly Operated
Reporter organization: Government
Reporter function: Person Manipulating Controls (UAS); Remote PIC (UAS)
Reporter qualification: Flight Crew Private; Flight Crew Remote Pilot (UAS)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
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: 2 Pilots were inspecting their third bridge under a BVLOS waiver from [Goverment agency] when the drone had lost its signal/connection. Eventually during the return to home phase connection was regained. Most likely due to bridge obstruction interference.

Callback: Reporter stated this was a test flight to find limitations of Skydio 2 flying BVLOS underneath a bridge.



Synopsis: UAS Crew reported a lost link while testing a UAS flying around different structures. Connection was regained on the return home.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Logbook Entry; Human Factors
Primary problem: Ambiguous

Narrative: I had a ferry flight that went out of service when a maintenance discrepancy was submitted. Maintenance at their departure airport told them they were good to go with the ferry permit; but they were not yet returned to service through the Logbook. I didn't notice that they had taken off yet; but when the maintenance release form came through; I realized they were already in the air.I was not aware that the origin Maintenance had told the CA (Captain) he was good to go; and I was not watching as closely as I could have been to make sure he knew he was still out of service. I assumed he would know to wait for the in service message; but with a ferry flight; many pilots often get confused on the policies/procedures.There should be more clear guidance to pilots about non-routine flights; like test flights and ferry flights; that they need to be showing in service before departing; no matter what Line Maintenance or Maintenance Control tells them. The only thing I could have done differently is make sure the CA was aware that he needed to be in service in an maintenance release form status.


Second narrative: We departed ZZZ ferrying an un-airworthy aircraft; due to maintenance; with a ferry permit in 'OTS' (Out of Service). Dispatch sent us a message saying we had taken off in OTS and that a report would be filed.We took off from ZZZ because the Captain had been told by Maintenance Control and Dispatch in a conference call that the plane had a ferry permit and that we were safe to depart. In addition; a member of the maintenance staff in ZZZ came out to the aircraft and told us that we were 'good to depart'. Since we're flying under Part 91 with a ferry permit and we had a valid release we believed that to be the case and taxied our aircraft to depart ZZZ.There needs to be better communication as coordination between Maintenance Control; Dispatch and the flight crew during repositioning and ferry flights.


Synopsis: Air carrier Dispatcher and flight crew reported aircraft was ferried despite not being returned to service.
Date: 201912
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am a student pilot at [a] Flight school at ZZZ airport. I was attempting my first solo flight and on the third and last landing I got into a bounce landing. I tried neutralizing the elevator; but it did not seem to help. The bouncing got more aggressive and I did not know what to do to remedy the situation. The propeller hit and bent and the nose wheel snapped off. Since the incident I have received bounce recovery training and will continue to do so until I feel confident in attempting my next solo flight.




Synopsis: Student Pilot flying C150 on first solo landing encountered pilot induced oscillations and damaged prop and nose landing gear.
Date: 201508
Local time of day: 0001-0600
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This ASAP documents the fourth time an aircraft I was flying failed to cross CHAVO at 9000 ft /210 knots; while descending via the HYDRR 1 RNAV Arrival in PHX.  The autopilot and autothrottles were engaged; we were in LNAV/VNAV PATH; and we had 7000 ft in the MCP Altitude window.  The FO (First Officer) was flying this leg and had to deploy the speedbrakes prior to CHAVO as the speed was increasing to 225 knots.  About two to three NM west of CHAVO; the aircraft appeared to begin a level off at 9000 ft; but then pitched over with increasing VVI (Vertical Velocity Indicator); clearly indicating an impending altitude deviation.  We both grabbed the yoke; and manually leveled the aircraft at 9000 ft.  Without intervention; the aircraft would have descended below 9000 ft prior to CHAVO.  Again; the only reason we caught this failure was our pre-brief; I've seen it before and we were ready.  The speed during the event was in excess of 220 knots; and never went slower than 210 knots.  Anecdotally; I've talked about these incidents with other pilots.  Two of them told me they've seen it; too.  The other three events I reported prior to this were in [different B737] series aircraft.  Since this one happened in a -700; I thought another data point via this ASAP is appropriate.




Synopsis: B737-700 Captain reported he has seen multiple instances of the B737 autoflight system deviating from the HYDRR1 RNAV arrival into PHX.