elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Aircraft: No Aircraft
Reporter function: Observer
Reporter qualification: Other Concerned Citizen
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Other Person
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A cell tower located about 1 mile northwest of my address has hazard red lights that have not functioned for about 2 weeks. I watch it from my bedroom window. It is located on the highest point in Aurora; and is obviously a safety hazard.




Synopsis: A concerned citizen reported the aircraft warning light on some cell towers have not been operating.
Date: 201206
Location: MSP.Airport, MN
Aircraft: Merlin IV A
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: TRACON M98
Second aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I had a complex situation developing with the sequencing of the Air Carrier Y [aircraft] ([small piston aircraft] mostly) and an A319 with winds at 40 KTS out of the south. I had an Air Carrier Y going straight to approach end of 12L that I had to coordinate with Tower and then put the A319 in behind him and in front of Air Carrier Y1. I had Air Carrier Y2 as my #4 aircraft following Air Carrier Y1. I did not realize that Air Carrier Y2 was one of the few SW4's that fly into MSP. I created an unintentional overtake especially because Air Carrier Y1 was headed into the wind. We recently had an airspace/procedure change where the 'turboprops' now come in at a lower altitude and mix with the [piston] Air Carrier Y's. The old procedures when they came to me at 7;000 FT; was a helpful clue indicating it was a turboprop Air Carrier Y and not a [piston aircraft] that comes to us at 4;000 FT. Go back to putting the turboprops at the higher altitudes not mixing them with the slow props.




Synopsis: M98 Controller failed to note the type aircraft involved when establishing the final approach sequence; resulting in an overtake situation. The reporter listing a recent procedural change as contributing factor.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Stormy; low overcast; rainy day. Departed IFR. Climbing IMC to 11;000 ft; OAT 0*C; TKS system on 'normal' prior to entering possible icing conditions. Vents closed; heater off. TKS used for first half of the flight. While inflight noted TKS chemical odor in cockpit; eyes burning; and difficulty breathing. Noticed; although side vents were placed completely closed; there was still some airflow coming in and apparently sprayed TKS mist in pilots eyes. Symptoms pilot experienced were same as warned about on TKS Material Safety Data Sheet. After landing and parking; multiple ramp personnel complained of residual TKS fluid dripping on them from above. Ramp personnel were advised to immediately go inside and wash it off per MSDS instructions. Aircraft is not pressurized so it is not air tight. Multiple crews regularly getting symptoms of TKS exposure. I notice when there is an odor in the cockpit there are effects. However there is not always an odor; seems to be several variables. Should be a TKS fluid reserve requirement similar to IFR fuel requirements; aircraft has range issue in weather.




Synopsis: A C-208 pilot reported burning eyes and breathing difficulty after TKS fluid use in flight with the wing vents closed and heater OFF. After flight ramp agents were exposed to dripping fluid and completed decontamination procedures.
Date: 201407
Location: RKSI.Airport, FO
Flight conditions: IMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower RKSI
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was pilot flying; weather IMC with haze; autopilot on during approach. We were given a heading to intercept final approach course at about 2;500 feet and cleared to descend to 1;600 feet. I armed the approach and noted the First Officer set 1;600 in altitude window. Aircraft intercepted LOC and we were below glideslope. At proper speed. I checked that the LOC was captured; glideslope was armed and autopilot engaged. I called for landing gear down and Landing Checklist at about 1;800 feet; still below glideslope and descending in FLCH. After arming the speedbrakes I looked at intruments to see we were at 1;600 feet and the aircraft had not captured the desired altitude. I looked at the alitude window and the pilot monitoring had set the touchdown altitude before capturing the glideslope and before I called for it. I disconnected the autopilot and manually climbed back to 1;600 feet. We were at about 1;400 feet at the lowest point. At about the same time we captured the glideslope and I flew the approach to an unevenful landing.


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


Synopsis: B747 Captain and Relief First Officer reported they descended below glideslope in FLCH mode on an ILS approach when the flying First Officer set field elevation before glideslope capture.
Date: 201908
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: Turbulence; Wake turbulence
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During level off at FL250; wake turbulence was encountered at 24;900 feet. The autopilot was engaged and commanded to level off at 25;000 MSL.  At 24;900 feet the aircraft encountered its only turbulence for the entire flight and seemed similar to other wake turbulence encounters.  During the turbulence encounter it seemed the autopilot was not going to achieve FL250 and it seemed prudent to disconnect the autopilot.  It became evident that during the wake turbulence event the autopilot trimmed the aircraft in a nose up condition because when the autopilot was disengaged the aircraft pitched up; and nose down trim was initiated; by the time the aircraft was trimmed; the aircraft ascended 250 feet above FL250.  It seemed as though the aircraft was in a nose up trim condition but the servo was holding the nose down until the autopilot was disconnected.




Synopsis: PA-31 Instructor Pilot reported an altitude deviation occurred following a wake turbulence encounter at FL250.
Date: 201703
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: While flying at 23;000 feet 250 miles west of San Antonio; Texas while in IMC we entered a thunderstorm.  Radar was on but painted nothing.  Turbulence was severe and 3;000 feet of altitude was lost.  Had all we could do to keep control of the aircraft.  Finally left the storm with no aircraft damage noted.


Second narrative: During cruise flight at FL350 Center mentioned they had to descend us to FL230 due congestion and moderate turbulence. I advised the Flight Attendants of the moderate turbulence. Level at 230 Center advised if we had to deviate to keep them advised. We were IMC and nothing was painted on the radar. We flew into severe weather. Autopilot disengaged and it was difficult to focus on the instruments. We advised ATC unable to maintain altitude and reported severe turbulence.


Synopsis: CRJ-900 flight crew reported being descended by ATC to FL230 due to traffic and turbulence ahead. At FL230 a thunderstorm not depicted on the Radar was penetrated resulting in a severe turbulence encounter and loss of 3;000 feet before control is regained.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Failed
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
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: During descent into for landing; student pulled power from cruise setting to normal descent setting; with no change in RPM noted. Instructor took over the controls to troubleshoot the issue. Power was stuck at 2500 rpm for the descent. In the downwind at 2;000 ft. msl; max speed was 135 IAS. Mixture was pulled to the idle cutoff to start reducing speed as a turn towards the airport was made. Flaps were extended as necessary to ensure a safe landing. Executed a power off landing with no damage to the airport property; aircraft or the three persons on board.




Synopsis: C-172 instructor reported loss of control over the aircraft's engine; which resulted in a power-off airport landing.
Date: 201304
Local time of day: 0001-0600
Location: ZID.ARTCC, IN
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While conducting OJTI I read the flight plan on a B737. It read: KSTL.JHART1.ROD.... When the B737 passed the KELLY Intersection; I noticed that he turned 40 degrees left towards VHP and towards an overflight also at FL330 (call sign unknown). After descending the B737 to FL300; I asked what clearance he had received that caused the turn at KELLY towards VHP. He stated that he was given the JAHRT departure then VHP direct ROD and the [STAR] arrival. The B737 was then cleared direct to ROD. I'm not sure if this was a clearance delivery problem; FMS issue; or misunderstanding on the pilot's part. This is the second time I have seen this happen in the past two weeks. Both events involved the same airline flights.


Second narrative: We were cleared KXX JHART1 ROD... This is a non-standard route. First Officer loaded the route in the FMC. I checked the route on the LEGS page. Loading in the route by selecting the JHART1; then the [STAR]; you will be missing the point CALOB. The First Officer then selected a VHP transition to add the point. The problem by picking a transition on the [STAR] is that it will change FMC routing for the JHART1 and close up the discontinuities. The routing should have been KELLY SHB... The routing we loaded was: KELLY VHP... We loaded the box wrong and didn't catch it. I should have looked at both the Route page and the LEGS page. I don't like that the box changes points on the SID when we changed the routing on the STAR. I don't think we are the first ones to mis-program this route.'


Synopsis: ZID Controller described a potential conflict event when an Air Carrier made an unexpected 40 degree turn not indicated on the ATC route information.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb leveling at 5;000 feet then cleared to 13;000 feet. Autopilot was engaged. Autopilot was in VNAV ALT. When cleared to 13;000; aircraft was stuck in ALT HOLD. Speed began to increase rapidly. Captain was pilot flying. I called airspeed out. Nothing he did would bring the autopilot out of ALT HOLD. He disconnected the autopilot. Speed was about 285 knots. He increased pitch and corrected airspeed. I noticed that speed window was open and indicating 148 knots. I suggested cycling flight director switches to reset MCP. This was successful and we re-automated. Flight was normal following this correction.


Second narrative: Speed greater than 250 knots (285 knots observed) below 10;000. On climbout with autopilot engaged; VNAV went into VNAV ALT approaching 5;000 feet (initial level off altitude on departure); 250 knots. ATC then cleared to 13;000 feet. Spun 13;000 in the ALT window and hit the button; with no effect. Meanwhile; aircraft was leveling off at 5;000 feet and accelerating! Multiple pushes of the ALT button would not get the aircraft to climb to new selected altitude. First Officer observed we were in ALT Hold with the speed window open and set to 148 knots. Autopilot was disconnected and climb initiated. In the recovery; airspeed was observed as high as 285 knots. First Officer reset both flight directors and after speed stabilized in a climb; autopilot was re-engaged. No further issues.Still cannot understand why the aircraft accelerated past 250 knots in VNAV ALT. Flight Director reset cleared the problem though. While all of this happened in a span of less than 5 seconds; I still should have disconnected the autopilot sooner.


Synopsis: B767-300 flight crew reported that during initial climb autopilot stuck in Altitude Hold Mode. After troubleshooting flight crew was able to regain control and flight resumed uneventfully.
Date: 201903
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Dusk
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Descent
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: We departed a non-controlled field for another non-controlled field 12 miles away. The flight was a repositioning flight after a long duty day. Upon our previous arrival we found the weather to be better than what the AWOS was reporting. We departed normally and leveled off at our anticipated altitude. Due to the short distance between the two fields; upon leveling we began to configure the aircraft for arrival. The weather began deteriorating which added to our already heavy workload. The aircraft began a descent that was not immediately detected by us due to the high workload. The descent prompted an alert from the terrain alert warning system. The pilot flying arrested the descent and we continued on to a normal uneventful landing.




Synopsis: First Officer reported receiving a GPWS warning when repositioning the aircraft in poor weather.
Date: 201501
Location: ZZZ.Airport, US
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Navigation Light
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft was in tow on active taxiway with no nav lights or anti-collision light illuminated. Also no person in cockpit to ride brakes as required per Chicago Dept. of Aviation rules and regs. [Recommend to] require trained FAA licensed aircraft mechanics to perform [tow] operations on airport within ATC controlled areas.




Synopsis: A Line Aircraft Maintenance Technician (AMT) reports observing a CRJ Regional jet under tow without Navigation or Anti-collision lights illuminated as required per Chicago Department of Aviation rules and regulations. Also no personnel in cockpit to ride brakes.
Date: 201709
Local time of day: 1201-1800
Location: MDT.Tower, PA
Aircraft: MBB-BK 117 All Series
Flight plan: IFR
Flight phase: Climb
Airspace: Class D MDT
ATC / advisory: Tower MDT
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training on LRP sector. Data asked for a release for the aircraft. I grabbed the strip from the data controller and called the two adjacent sectors the release would impact (i.e. requesting the block up to 40). I thought I told the data controller to release the aircraft climbing to 40 because the MVA was 36; but I can't really recall; or state factually. The aircraft got airborne; said they were climbing to 30 only. It was immediately noticed and I told the aircraft to ident and climb to 40. The SOP should reflect all airports with MVA's higher than 30 be released at the appropriate altitude.




Synopsis: Harrisburg Tower Developmental Controller reported releasing an aircraft without clearance to the correct Minimum Vectoring Altitude.
Date: 202002
Local time of day: 0001-0600
Flight conditions: VMC
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
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 Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: During cruise our SBAS (Satellite-based Augmentation System) 1 and 2 went [out] and GPS position was lost. Other aircraft also reported the outage at the same time. SBAS and GPS shortly returned. No other abnormalities. There seems to have been a momentary satellite issue. Flight crew and ATC worked together to prevent an issue during the momentary outage.




Synopsis: Air Carrier First Officer reported that during cruise the Satellite-based Augmentation System (SBAS) went out and GPS position was lost for short while; then returned.