elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: As a CFI; I flew with a private pilot at ZZZ airport to conduct the candidate's flight review. We were flying a Cessna 172. At our last takeoff and landing; we departed from Runway XY and as we flew through 700 feet MSL; I asked the candidate what he would do if the engine failed on takeoff at 700 feet. The candidate responded by stating his plan to turn around and land on Runway X. To simulate an engine failure; I reduced the throttle to idle; told the candidate he had lost his engine; and I announced on the UNICOM frequency our intentions. Over UNICOM; I described our intentions as a 'simulated engine failure; landing Runway X; ZZZ.' Neither I nor the candidate heard anyone on the UNICOM frequency announce intentions of taking the active or back taxiing on the runway. Upon reaching the target (the end of Runway X); the candidate and I noticed what appeared to be an aircraft at the end of Runway XY. We were at the end of Runway X at this point and I approximate that we were 25 to 50 feet AGL. I took over the controls and initiated a go-around; sidestepping to the left in order to keep in sight the aircraft on the ground. At mid-field; during our go-around; I noticed the other aircraft initiate its takeoff. We climbed back into the pattern; then landed uneventfully. There were no radio transmissions from the other aircraft. When we were back on the ground; I asked the Dispatcher at the airport office if he had heard any transmissions from the other aircraft. The Dispatcher confirmed that he had heard none. In re-living this incident; I am unable to identify a failure in our aviating or communicating. The one mistake I identified in retrospect is my failure to note the expiration of my medical certificate. My medical certificate had expired four days before the flight. I have since renewed my medical certificate.




Synopsis: GA flight instructor reported a conflict occurred during a simulated engine failure landing at a non-towered airport.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: After takeoff I noticed the passengers had an infant car seat in between them during our simplified beverage service. I quickly apologized for our crew in missing this during boarding; but that the infant car seat that was rear facing had to be moved for taxi; takeoff and landing phases of flight to be at the window. I again apologized (infant was at the time being held by mom and not in the car seat itself; but again it was in the middle) and he agreed to move it for landing and said he understood as I explained that if in an evacuation it was blocking his wife from exiting.Fast forward to descent and 18;000 feet I again told the guest that we needed to move the car seat to the window; where his words soon became a bit more on the combative side. I continued to firmly stand my ground with moving the car seat for landing and was safest for all as well as a rule I was unwilling to budge on. He was upset that it wasn't said to him prior to takeoff and I agreed with him we should have caught the issue prior; but sometimes these things happen and we are required to fix them as we see them.During this social distancing and mask wearing time in our country; there are a lot of emotions and scare while flying for some. During boarding a through flight with multiple little incidents adds up and human error can happen with missing individual situations. Again the car seat was something that should not have been missed but it does happen on occasion and once it was noticed airborne we mentioned it to the passenger and had him move it for landing.




Synopsis: Air carrier flight attendant reported a passenger was upset with being told to comply with regulations regarding their child seat. Flight Attendant suggested many passengers seem more stressed than usual because of COVID-19 pandemic procedures.
Date: 201203
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E P50
ATC / advisory: TRACON P50
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Design
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: We were cleared to descend via the EAGUL 5 RNAV STAR into PHX. The arrival was loaded into the FMS and the aircraft proceeded to descend per the vertical profile. The arrival called for us to cross HOMRR intersection at or below 16;000 MSL then cross VNNOM between 10;000 and 11;000 MSL. The VNAV mode disconnected after we crossed HOMRR at 16;000. We reacted immediately but the required descent from 16;000 to 11;000 MSL must be completed in 4 NM. This is a very steep descent gradient which we were not able to achieve. We crossed VNNOM at 12;000 MSL rather than the required [between 10 and] 11;000 MSL. I feel this crossing needs to be examined and that such a steep descent gradient should be removed for safety.

Callback: The reporter advised he seldom flies into PHX and wasn't familiar with the STARS. He stated they had 'manually' flown the descent to cross HOMRR at 16;000 as a fuel saving measure; but when they then engaged VNAV the FMS; which he understands will not exceed either a '3% or three degree' (he was unsure of which) vertical descent path; rejected the VNAV mode at which time they discovered their problem with respect to the crossing at VNNOM; four miles ahead and a minimum of 5;000 FT below their altitude. Reporter readily admitted they had not done due diligence with respect to briefing the entire procedure in a timely fashion.



Synopsis: A C560XL flight crew was unable to comply with the crossing restriction at VNNOM Intersection when cleared to descend via the EAGUL RNAV STAR. The reporter believes the procedure requires too steep a descent between the previous waypoint; HOMRR; and VNNOM requiring; potentially; as much as a 5;000 FT descent in only 4.1 NM.
Date: 201509
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain and I planned and briefed the DYAMD2 arrival into SFO with the FMS Bridge visual approach 28R with the ARCHI transition. We briefed the altitude difference at ARCHI; 7000 on the STAR and 8000 on the approach. ATC cleared us to descend via the DYAMD2 except maintain 8000 after ARCHI. Talked to final approach controller; told us to expect the ILS 28R. I put it in the box with the ARCHI transition; it defaulted to 7000 feet at ARCHI and we didn't catch that. Just before reaching 8000 we were now cleared for the approach. Captain called for a lower altitude; while in LNAV and VNAV. We ended up crossing ARCHI at 7000 and were expected to cross it at 8000.


Second narrative: ATC cleared us to descend via the DYAMD2 except maintain 8000 after ARCHI. Talked to final approach controller; told us to expect ILS 28R. First Officer entered it in the box with the ARCHI transition; it defaulted to 7000 feet at ARCHI and I did not catch the error. We were now cleared for the approach. I called for a lower altitude; while in LNAV and VNAV. We crossed ARCHI at 7000 and were expected to cross at 8000.


Synopsis: B737 flight crew reported missing a crossing restriction at ARCHI on the DYAMD2 arrival into SFO; citing differing charted altitudes for crossing ARCHI as contributing.
Date: 201907
Local time of day: 0601-1200
Location: MCO.Tower, FL
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: Tower MCO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: At approximately 1;500 AGL the Jump seat occupant saw a drone in close proximity to our aircraft. During the resulting reporting to tower I failed to call for final configuration prior to 1;000 feet. I didn't realize we were below 1;000 feet until after being fully configured by approximately 900 feet. I believe I missed the 1;000 feet call due to the multiple 'back and forths' with Tower. Stabilized by 500 we continued for landing. As the pilot flying I need to insulate myself from other duties and concentrate on flying.




Synopsis: A321 First Officer reported encountering a drone while on approach to MCO airport.
Date: 201502
Local time of day: 0601-1200
Location: VPZ.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G VPZ
ATC / advisory: CTAF VPZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was VFR flying a practice ILS approach to runway 27. The winds were reported as calm. I had received flight following and advisories from South Bend Approach while receiving vectors to the ILS final approach. I was cleared for the approach and advised that there was no observed traffic between my position and the airport while about 9 miles on final. I changed frequencies to the CTAF and called five mile final to Runway 27 at the FAF. I did not hear any traffic calls on CTAF. I called again at about 1 1/2 mile final for runway 27 and heard a response call from another aircraft flying an approach in the opposite direction on runway 09. By this time I was less than one mile on final. I observed the other aircraft (white; low wing; possibly a Warrior) at my one o'clock position in a climbing left turn to crosswind (turning to the North). I turned slightly to the left and executed a missed approach south of the runway.  I then departed the area to the South.I do not understand why I did not hear the other aircraft on CTAF prior to my second call on final. I did hear subsequent calls from the other aircraft while he remained in the VFR pattern.




Synopsis: BE33 pilot reported an NMAC with a light aircraft on approach to VPZ.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Holding instructions were issued to hold west of the fix on a radial. The FMS was programmed to perform all aspects of the hold correctly but east of the fix instead of west. The hold was programmed by the flying pilot and confirmed by the non-flying pilot. ATC noted the mistake after the hold was entered and it was corrected.The mistake was attributed to the assumption that ATC preferred the hold be conducted on the inbound radial to the fix which resulted in a pattern on the east side. Although the direction was to hold west; and the read back was to hold west; fixation on this assumption resulted in incorrect programming and subsequent deviation. The mistake would have been caught prior to entering the hold except that other concerns about holding speed; fuel capacity; and changing weather at the destination prevailed.The immediate priority was to follow the instructions from ATC and the other issues were secondary. The mistake could have been avoided with proper prioritization and dealing with the immediate task at hand.




Synopsis: CRJ-700 flight crew held east of a fix rather than west as directed by ATC due to the erroneous belief that they should hold on the inbound radial to the fix.
Date: 202002
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through approximately FL270; the right engine began surging. This has been a prior issue with this aircraft. As I described in the logbook write up; EGT was surging from approximately 610 to 740 degrees with only CLB 2 set. Some surges were quite rapid and approached the amber band. We intervened by reducing power to prevent any engine exceedances. All other engine gauges were also surging in sync including fuel flow; which was surging 500-600 pph. There was no excessive vibrations or unusual noises. I pushed the Event Record during one surge.We requested ATC clearance to level off and run the QRH procedure. Also; with the power reduced on the right engine; we were probably not going to be capable of reaching our cruise altitude. We accomplished the Rolls Royce Engine Fluctuations procedure; which led us into the Engine Surge procedure. This did not stop the surges.My First Officer and I agreed a diversion was the safest course of action. At this point we had time to call Dispatch and [Maintenance] and informed them of our situation and my intent to [request priority handling] and divert to ZZZ; which was passing off to our right. Also; weather was good there and it met the considerations in the FOM Diversion Guide. They concurred.We diverted since we had an engine that was degraded and probably not capable of providing full power and had to be monitored to avoid exceeding any limits. I hit the Divert key on ACARS; requested non-normal landing data. Since; per the checklist and good judgement; the engine may not be able to provide go-around thrust; or may even fail prior to arrival; we set up and accomplished a single engine landing profile. I took over Pilot Flying duties on descent. We never had to shut down the engine.




Synopsis: B757 Captain reported that an engine surge resulted in a diversion.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After executing a practice instrument approach; we set up to land the airplane to attend a WINGS seminar. I pulled the gear level to lower the gear. I got two green lights on my main gear but not on my front gear. I and my co-pilot; who is also a pilot; helped go through all procedures to get gear to lower and lock. We flew for about 30 minutes or so; did two low approach flyby's were the Tower told us the gear did not look down; did not look normal. After exhausting all attempts to get the gear to lower; we advised Tower that we intended to land with only two gear lights; the gear unsafe was light as well. I had attempted to cycle the gear; but the gear did not appear to retract and continued to show gear unsafe light and the two main gear greens. With fire trucks at the ready we headed down final. While on final I keep pushing down on the emergency gear level. With 100 yards to the number I got the three green lights and landing with no incident.




Synopsis: A PA-28R nose landing gear indicated unsafe when lowered and remained so after troubleshooting but locked in place seconds before landing which permitted a normal landing.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Syst Reservoir Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: 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; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On descent into ZZZ; I selected the gear down. The right main gear light illuminated however my nose and left main gear lights remained extinguished; the nose unlocked light was on and the HYD PRESS light was on. I recycled the gear and when I selected 'up' there was no sound or movement to indicate the gear had gone up and none of the lights changed or extinguished. I put the gear back down and the HYD PRESS light extinguished and both HYD FLOW L/R illuminated. I chose to break off to the left and returned to approach frequency so I could resume flight following while running the checklist. I engaged the autopilot while I ran through the checklist. I decided to disengage the autopilot while I dropped the gear however the autopilot did not disengage. I turned the autopilot off with the switch but it remained engaged. I then tried to pull the circuit breaker however neither myself nor my passenger in the copilot seat could pull it. I turned the autopilot switch back on; reengaged the autopilot; and then disengaged it for the second time which finally released the flight controls. I decided to return to ZZZ1; advised ATC; and finished my gear checklist. I did have to blow the gear down and requested emergency vehicles. On the ground; Maintenance inspected the aircraft and there was hydraulic fluid all over the ground and the hydraulic reservoir was completely empty. The aircraft parked with no further incident.




Synopsis: C402C Captain reported a loss of hydraulic fluid caused the landing gear to not extend and autopilot to not disengage; causing an air turn back.