elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cowl Flap Control
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Maintenance personnel noted the # 1 ENG Intake Bypass Door actuator head end not connected to lower cowl support clips while they are doing the replacing work of the actuator and I was the one who had worked this actuator installation a year ago.  [Recently]; while the maintenance personnel was replacing the actuator; he noted the bolt was missing the end hole of the actuator. It went through the bearing plate but missed the actuator end hole.It has been almost a year and I honestly can't remember well; but I believe when I was working for this task I had to deal with the limited access view because there were two vertical support channel coming down right behind actuator; in between the actuator and me. And I did wiggled the actuator to line up the holes and slide in the bolt. At one point; it [the bolt] went in smoothly and I thought the bolt finally got in the hole of the actuator end hole and the bearing plate; and it was firmly secured.  Also; I believe I did take a look through the mirror for making sure the bolt in the right location. It did look like went through the bearing plate and actuator end hole. This view was only from limited direction not all around.  Maintenance personnel reworked the actuator installation. Now it is all corrected to the right installation position. I heard this event happened several time before; so I would like to ask; to put some NOTE in between the installation steps in the Aircraft Maintenance Manual (AMM) manual task.




Synopsis: An Aircraft Maintenance Technician (AMT) was informed the # 1 Engine Intake Bypass Door Actuator head end was found not connected to the lower cowl support clips on a Q-400 aircraft. The attach bolt he had installed had gone through the bearing support plate but missed the end hole on the actuator head. This unsecured condition had existed for approximately nine months.
Date: 201912
Local time of day: 0001-0600
Location: S46.TRACON, WA
Flight conditions: IMC
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B BFI
ATC / advisory: TRACON S46
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Weather; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was working Departure East with very light traffic. I released Aircraft X from BFI in IMC weather. Aircraft X called on his departure and was squawking the wrong code. I climbed Aircraft X to 040 and issued the correct beacon code. BFI called to coordinate the departure on the improper beacon code; which I answered to roger. Once I got off the line with BFI I immediately noticed that Aircraft X appeared to be tracking on a SSW heading toward SEA with aircraft descending on final. I issued an instruction to Aircraft X to fly heading 130 immediately. I shouted across the room for Final to watch Aircraft X and that I'm turning him. I then instructed Aircraft X to fly heading 090 immediately. Aircraft X came in close proximity to Aircraft Y descending on final approach into SEA who was by then already switched to SEA Tower. When the event was over; I asked Aircraft X what happened with their turn; to which they responded that they were disoriented in the IMC. I asked Aircraft X to report above the cloud layer; and after they did; I issued the statement.I'm really not sure what could have been done differently from an ATC perspective. I should have immediately contacted LC-W at SEA after I gave the turn away from the airport to warn the controller talking to Aircraft Y on final. My phraseology was also rushed and not standard.




Synopsis: S46 TRACON Controller reported a departing aircraft failed to turn to an assigned heading after became disoriented in IMC; resulting in an airborne conflict with another aircraft.
Date: 202108
Local time of day: 1801-2400
Location: PWK.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Windshear; Turbulence
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: ATC given heading for vector for weather and entered cloud with severe turbulence with down draft auto pilot disconnected; and power and pitch up with continued down draft about 1;200 ft. altitude lost and severe turbulence until aircraft was out the cloud; report it to ATC.We were vectored by ATC and we did not see the weather on the radar in IMC.


Second narrative: We were getting vectored by ATC to go around weather and on the final vector before the occurrence we got vectored into a cloud that began to produce moderate turbulence. We attempted to get deviations but could not reach the Controller. It was then that we experienced what we described as a severe downward wind shear that made us lose control of the aircraft and the aircraft had an immediate 4000+ ft. per minute drop in altitude. Autopilot disengaged and we found ourselves at 1800 ft. MSL and I began to slow to maneuvering speed to regain control of the aircraft. Once I did I immediately began a climb and we finally had the Controller provide deviation instructions and we exited the cloud and the turbulence subsided.We had nothing on radar and thought the Controller was guiding us away from thunderstorms but he was not seeing it as well.


Synopsis: Flight crew reported a loss of aircraft control in severe turbulence.
Date: 201702
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Cloudy; 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: Pilot Deviation - Was given clearance for a visual approach from an IFR flight plan; and told we were number 3 behind another plane (a VFR aircraft). Had the aircraft in sight; and did not think there would be enough space between us and that plane; or between us and the airport for a stabilized approach. Began a left 360 for spacing - Radio comms were very busy; and began the 360 before being able to tell tower.Tower came back; told us that was not what they wanted or had planned; and we were re sequenced further out.Upon talking to tower on the telephone after landing; they stated they had allowed enough space for safety; and to clarify if I had concerns on future flights (which is what I intend to do).




Synopsis: A Cessna 172 reported that being #3 on approach he made a left 360 for spacing prior to calling the tower for clearance.
Date: 201409
Local time of day: 0601-1200
Location: NKX.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B SAN
ATC / advisory: Tower NKX
Reporter organization: Personal
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: I requested clearance for a mid field Mira Mar (KNKX) transition from Montgomery (KMYF) ground and received the expected clearance of 'We have coordinated your transition; on departure from runway 28R make a climbing left 270 degree turn north bound for the mid field Miramar cross Highway 52 at 2900 MSL.'  I was cleared for takeoff and departed RWY 28R from Montgomery; Montgomery tower called traffic for me that was descending behind me and not a factor.  The MYF controller seemed to be very busy.  As I turned northbound over KMYF; I leveled off at 2900 MSL took a heading that put me on a perpendicular course to HWY 52 and would take me over Mid-Field Miramar. As I leveled off; the aircraft accelerated and I did not receive an expected hand off to Miramar tower. I requested a frequency change twice and then switched of my own accord to Miramar tower.  I was greeted with a command from the Miramar NKX controller of 'Hold your position'; which is difficult to do when you're traveling at 185 KIAS.  In order to not enter the Miramar Class B airspace; I reduced power and initiated a steep right turn to avoid entering the Class B airspace.  I turned 270 degrees to a westerly heading until I received clearance to enter the Class B airspace and continue on course.I am making this report in case I inadvertently entered the KNKX Class B airspace while maneuvering just above the KMYF Class D airspace.  I don't understand why; if my transition was coordinated and approved the KNKX controller not expect me and plan for my transition.  Nor do I understand why; if KNKX tower was too busy to accept me at my requested time of departure; was my departure not held or my transition clearance canceled.




Synopsis: Pilot asked for; and received a clearance to cross another Tower's airport mid-field; prior to departure. As the pilot tries to get a frequency change; the controller is busy and pilot switches to new frequency by himself. New Tower Controller holds aircraft out of airspace for a few minutes; then clears pilot through; as requested earlier.
Date: 201403
Local time of day: 0001-0600
Location: DAB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing; student pitched down excessively and corrected excessively which resulted in ballooning. As student was flaring; I noticed an excessive rate of sink very close to the runway. I corrected with pitch and power which resulted in a hard landing immediately. The aircraft landed three points on all wheels and I then taxied back to the ramp without further incident. Earlier corrective action would have been a go-around at the first sign of a bad approach and or earlier transfer of controls to the instructor.




Synopsis: C172 instructor describes a hard landing with his student at the controls.
Date: 201712
Local time of day: 1201-1800
Location: EGE.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: After takeoff we were flying the Cottonwood 2 departure which has a single engine route and once parameters are met you can vacate the departure and go to JESIE intersection. We took off with the LNAV and autopilot engaged and the aircraft was flying the route. We were getting ice messages and a moderate workload when ATC asked us to start our turn toward JESIE. We had already met the parameters to turn but we missed the turn in a timely manner. We were then asked to contact ATC and tell them why we missed the turn.This departure has you start off by flying a single engine route and then transition to a two engine route. I believe that this is totally opposite of all other SIDs and pilot training. Our aircraft FMS will always load the full single engine route and that is what we should fly in a mountainous area. Between the workload and the design of this SID it lends itself to this mistake by design. ATC advised they had a lot of aircraft doing the exact same thing we did and the aircraft continues on the single engine route and not the two engine turn. Our aircraft is highly automated and this SID does not fit into an automated departure. I feel that a simple ATC instruction by ATC like cleared for takeoff and at 12000 ft cleared to JESIE would solve some of this as well. In my opinion this SID should be revised since ATC is receiving repeated errors of the same kind. No safety of flight was compromised but we were on course to fly the full single engine route because we failed to override our automation and turn sooner toward JESIE.




Synopsis: G550 Captain reported their FMS data directed the aircraft to the wrong fix while transistioning from the single engine to dual engine route on the Cottonwood 2 SID out of EGE.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy; Snow
Light: Daylight
Aircraft: Bell Helicopter 407
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Weather checks were performed before departing ZZZ; weather was forecasted to be VFR at the time of arrival in ZZZ1.XM Weather services are not available in the Aircraft in [state].  Approaching ZZZ1 from the North encountered scattered snow showers.  Contacted Center to request special VFR entry into the Class E surface area as there was no suitable divert option.  Center denied the request as the airfield AWOS was now reporting 1/4 mile.  Center asked what are your intentions.  At that point I advised ATC and Center said to maintain special VFR.  I was unable to maintain special VFR conditions and initiated a climb in accordance with company procedures.  I then requested the ILS to Runway XX.  Center advised the 3000 feet was minimum for IFR clearance.  I then broke on top at 1;500 feet and advised Center that I was on top.  I continued the climb VFR to 3;000 feet; received a squawk code and a clearance for the ILS to RWY XX.  From that point on the flight visibility was approximately 2 miles.  Executed the ILS to RWY XX had the runway in sight at 300 feet.  Landed at the Ramp and canceled the IFR clearance. Fuel remaining was 0+45.


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


Synopsis: Helicopter crew reported encountering degraded weather conditions and a lack of current weather reporting.
Date: 201412
Local time of day: 0601-1200
Location: S46.TRACON, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Human-Machine Interface; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Leveled off in climb at FL230.  After 15 min the aircraft pitched down and elevator trim rolled hard forward; disconnected auto pilot and flew the airplane by hand.  Stabilized airplane; adjusted elevator trim manually.  Re-engaged the autopilot and aircraft flight was normal with slight very slow oscillations 30-50 feet up and down.  I was asked to switch to next frequency; confirmed and switched.  Called in and I waited for response. Shortly after this the aircraft pitched down again and I disengaged the autopilot; I stabilized the aircraft again and flew by hand with autopilot in heading mode only.  At this time I started going through the flight manual for further information on the autopilot setup functions. At this time I got a call on 121.5 that center was looking for me with a new frequency.  I called and re established contact. The cause of the problem was possible a miss interruption of the new frequency and that I was distracted by the autopilot malfunction.  Following this there were a couple of times that the frequency that I was on got quiet; and on 2 occasions I called ATC to verify 2-way communication.  In the future verify the frequency and make sure you get a response when changing to a new frequency.




Synopsis: C414 pilot experiences a runaway elevator trim with the autopilot engaged and takes over manually. The elevator is retrimed and the autopilot re-engaged. During this time a frequency change is issued and contact with the next Controller is never established.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain; 6
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: I contacted WX Brief to obtain a weather briefing for [the] flight. During the briefing I recognized that I would have to amend my initial plans for a direct flight because the ceilings were too low for the altitude that would be necessary for me to get over the mountains in that area. When I arrived at the airport; I reviewed information that was available through DUATs including but not limited to METAR and TAF information; local and animated radar; program charts; satellite; convective SIGMET charts; and convective watch charts. The weather information indicated that [my destination] and my chosen route was VFR and the TAF indicated for my route continued improvement until late afternoon at which time weather would deteriorate from then through the evening hours. Based on this information; I decided my flight could be made in VMC conditions. I departed and climbed to 2;500 FT and leveled off to avoid scattered clouds that were reported at 4;500 FT. About 40 minutes into the flight I flew into what seemed to be a cell of light rain. Conditions degraded rapidly from this point forward and before I was able to react I found myself in IMC conditions. I proceeded by contacting Memphis Center and requested Flight Following and assistance getting clear of the weather. When radar contact had been established; I was instructed to turn 20 degrees right to avoid heavy weather. I flew the heading for about 35 minutes when I cleared the clouds. I contacted Memphis Center to request a turn on course since I was again in VMC conditions.I just about to take the written test for the instrument rating; the plane I was in is IFR certified. With that said; I believe if it were not for the help that was provided to me by Center the outcome would have been much worse; maybe fatal.




Synopsis: P32 pilot inadvertantly flew into IMC; notified ATC and; after receiving vectors to clear adverse weather; resumed VFR flight.