elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: INS / IRS / IRU
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We had an unscheduled aircraft swap with a 23 minute turn. I went onto the next aircraft to get it ready; the Captain stayed with our inbound aircraft to shut it down. As it was such a quick turn; I was a bit rushed; Flight Attendant was talking to me while I was setting up cockpit so a little distracted as well. We boarded quickly and taxied out. Taxi out was normal and we noticed no abnormal indications or flags. Once airborne; inop flags then dropped on heading and attitude indicator. Attitude indicator and heading indicator were not moving normally so I informed the Captain I couldn't fly the RNAV Departure and we needed a vector. The Captain requested a vector from departure. We assessed that the DG and attitude indicators were not moving and we decided to return to the airport. We returned to the departure airport and landed visually. After returning to the gate; we realized the IRS's were never turned on. This was missed during the preflight.I shouldn't have allowed distractions or time issues to interfere with procedures and flows i.e.: turning on the IRS. Although we did not have any flags on the instruments taxiing out; I incorrectly interpreted the thru flight versus originating flow; this would have caught the error as the GPWS wouldn't have tested. Also; when checking recall on the checklist; I poked the button quickly and didn't see a light. I will take the time to verify its status.




Synopsis: B737 First Officer reported being distracted during cockpit set up for a quick turn and forgot to turn on the IRS. No flags were visible during taxi out; but once airborne it became obvious that heading and attitude displays were frozen. The flight returned visually to the departure airport.
Date: 201704
Local time of day: 1201-1800
Location: WVI.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My passenger spotted a drone while we were in cruise flight near Monterey Bay; just west of Watsonville Airport.  My passenger stated that it came 'very close' to our plane; but I was unable to spot it before we had passed its location. I informed ATC; but due to frequency congestion I made my report after we had flown 2 miles north of where we encountered it. Upon landing; I reviewed the NOTAMs for my preflight briefing and was unable to find any for UAS activity at that altitude.




Synopsis: DA40 pilot reported his passenger noticed a UAV operating in close proximity to their aircraft at 6500 MSL in the vicinity of WVI airport.
Date: 201910
Local time of day: 0601-1200
Location: TEB.Airport, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B N90
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: After taking off from runway 24 and climbing via the RUDDY6 we leveled off at 1500 as published; until WENTZ when you are clear to climb to 2000. We failed to continue the climb to 2000 after passing WENTZ. As ATC was telling us we were low for that sector to continue the climb the aircraft GPWS warning system alerted us with 'GEAR' an expedited climb was initiated. Although proper briefing of the departure was giving and acknowledged; a couple of distractions play a role in not maintaining proper separation between the ground and the flight path. It is imperative to maintain situational awareness especially when so close to the ground and not let distractions take over.




Synopsis: First Officer reported receiving a GPWS configuration warning after failing to execute the required segment climb on the SID out of TEB.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was notified by the Specialist that they had received word from the ramp that they had a piece of undeclared ADG [Accessible Dangerous Goods] that was not listed on the DG manifest. Its my understanding that ZZZ had a 5 piece shipment of FLAMMABLE LIQUID that was to be bumped from the flight however 1 piece was actually loaded into the ADG/FFO ULD [DG Container]. Ops was informed when the aircraft was on short final; at approximately FL020. I was never in contact with the crew; nor the Ramp regarding this issue. [Suggest] better verification process and tracking of all HAZMAT (hazardous material) shipments by the ramp.




Synopsis: Air Carrier Dispatcher reported undocumented Hazmat cargo was mistakenly transported.
Date: 201605
Local time of day: 0601-1200
Location: 3H4.Airport, ND
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Other UAS Chase Plane
Flight phase: Climb
Airspace: Class E FAR
ATC / advisory: TRACON FAR
Second aircraft: PA-44 Seminole/Turbo Seminole
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During UAS and chase observer aircraft orbital climb to 7000 MSL ATC (approach) began to issue advisories to a VFR aircraft flying the victor airway and ourselves following the UAS to maintain separation. The other traffic called the UAS in sight and maneuvered to maintain separation. Later radar data estimated that the VFR traffic came within 0.9 miles of the operating UAS while maneuvering to maintain separation.




Synopsis: C182 pilot flying chase during a UAV test; reported an airborne conflict with a VFR PA44. ATC issued advisories to the PA44 pilot.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After the night cross country flight we requested closed traffic [at destination] to complete the night landing requirements. We did not have any issues with the landing [at destination; but] during the second landing [at home airport] when instructor pilot pulled the throttle back to idle the engine shut down. Instructor pilot tried to exit the runway; but there was not enough power and the aircraft stopped before exiting taxiway. Instructor pilot immediately notified Tower and tried to restart the engine. It took approximately 2-3 minutes to start the engine. Tower was notified when the airplane was able to continue operations. And we were asked to clear the runway; taxiing back to the ramp via we kept the power at 1;500 RPM to taxi and the aircraft shut down again on the ramp with throttle idle. It was the Throttle idle adjustment issue which caused the engine to shut down. This problem was not detected during engine run-up.




Synopsis: The pilot of a Cessna 172 reported that during pattern work; when pulling the throttle to idle the engine shut down.
Date: 201910
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Center directed us to fly direct to XXXX; a fix on the ILS into ZZZ. He also advised us to descend at our discretion from 17;000 FT to 4;000 FT; which we did. He then later cleared us for the ILS into ZZZ; which we acknowledged. A few minutes later he cleared us for the approach again; which we acknowledged once more. At this point; we were passing abeam the airport from the west; and the FMS sequences to RWY XX and the aircraft began to turn to the right. The captain immediately selected HDG mode to stop the turn and brought the aircraft back on course; The captain tried to re-sequence the FMS; however; he was unable make it fly the course we desired and did not want to be further distracted attempting to. Aware that we had a tailwind and were covering ground quite fast; the captain realized that we were about to go through the localizer course; having not been instructed to executed a procedure turn turn nor considered one myself; he turned off the autopilot and turn the aircraft inbound while descending. He did this at idle thrust; in attempt to capture the glide slope; and be stabilized by 1;000 FT AGL. Once on the glide slope; the captain reduced the descent angle significantly and increased power; however the aircraft got slow and the stick shaker was actuated momentarily; at which point we immediately initiated a go around. ATC had switched controllers; the new controller gave us vectors to re-attempt the ILS; which resulted in a landing. FMS sequencing to runway and initiating an uncommanded turn; associates increase in work load plus distraction attempting to rectify this. ATC clearing us direct XXXXX; clearing us [for] the approach with no indication of how they would like for us to do that. Neither briefing nor expecting to execute a procedure turn. ATC clear us again for the same approach; resulting in a very brief moment of confusion for both of us. Not asking for vector. Attempting to salvage the approach despite being high. Not applying sufficient power to maintain airspeed once on glide slope. Not abandoning the approach sooner and executing a go around earlier. ATC to be more specific if/when expecting us to execute a full procedure ILS. Flight crew did not expect vectors. Flight crew should ask for clarification if uncertain of ATC instructions or stipulations. Do not attempt to salvage the approach; ask for vectors if needed or execute an earlier go around. Proper air speed management; particularly when recovering from idle descent.




Synopsis: Flight Crew executed a missed approach after the stick shaker activated.
Date: 201207
Local time of day: 0001-0600
Location: SBGR.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
ATC / advisory: TRACON SBGR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Other Laser
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Three laser incidences on SBGR CGO1 departure; sky conditions clear; stars visible First Officer was pilot flying; Captain was pilot not flying 1st incident - in right turn approximately 2;000 FT AGL; multiple green flashes from left side illuminated cockpit. 2nd incident - in right turn approximately 3;000 FT AGL; two green flashes from right side illuminated cockpit. 3rd incident - [we were] on a northerly heading climbing through 8;000 FT approaching GCO; one bright laser flash straight ahead originating from vicinity of downtown Sao Paulo. First Officer and Relief Pilot have extensive experience flying to SBGR with multiple past laser incidences at this airport. Captain had heard from others of laser incidences at SBGR. Decision was made to extinguish all aircraft lights except beacon and navigation lights after gear retraction to reduce ability of offenders to define aircraft profile from ground. Sun shades were drawn and seats lowered. By briefing the procedure before takeoff crew was aware of possibility of laser and thereby resisted instinct to look toward the source of laser on the ground. Everyone consciously stayed heads-down during departure. Due probably in large part to briefing the issue prior to take off none of the crew experienced direct eye contact from laser light. We were surprised at the number of lasers from multiple independent ground locations on this departure. Consideration might be given to investigating replacing roll-up sun shades with a shade specifically designed to absorb green laser light.




Synopsis: Air carrier Captain reported multiple laser strikes in the vicinity of SBGR airport; and commented on how common this has become at that airport.
Date: 201506
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Communication Breakdown; Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Weather; Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Havana was requiring 10 minutes in trail; regardless of altitude; for aircraft flying a certain route. TMU had a call for release out to the towers to accommodate this restriction however it was disregarded by several satellite towers and the sector(s) were being tasked with extensive vectors and holding to attain the required in trail spacing.  Military airspace was active to FL500 (at our request it was later lowered to FL290); taking up the west side of the sector.  Weather was impacting the east side of the sector which left little room for the holding/vectors that was necessary.I was the Area Supervisor and had been working with TMU most of the morning to accommodate the needs of the sector.  While still vectoring to attain in trail spacing with two aircraft in our sector; Miami approach launched three additional departures that each needed ten minutes in trail.  I asked TMU to ground stop any more aircraft that needed the in trail until we could sequence those we had.  While the third departure was still holding over the departure gate Miami Approach handed off yet another.  While dealing with this last departure with TMU I noticed two aircraft in conflict alert status at R40.  I am not sure if we lost standard separation.We need to find a way to hold the individual towers responsible for call for releases.




Synopsis: ZMA Front Line Manager (FLM) reports of flow control through a sector that TMU had in place; but the surrounding Towers were not complying with the Call For Release (CFR) that was in place. By not complying; one sector had to hold traffic to attain 10 minutes in trail separation. While working on this problem the FLM noticed a possible loss of separation.
Date: 202002
Local time of day: 0001-0600
Location: 20GA.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E 20GA
ATC / advisory: UNICOM 20GA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: I approached Runway 10 at 20GA from the south; made a standard left pattern. Just prior to crossing the threshold; I noticed FOD in the runway from runoff. Extended beyond the FOD before setting up to land. Just prior to landing; the plane was hit with a strong crosswind that came over the trees; drove the plane left of center and over into the shoulder. I tried to recover; added power and was able to stabilize vertically but unable to stop the horizontal movement. The crosswind drove me towards the trees; I was forced to cut power and make a hard landing into an embankment. At this time; the plane has not been determined to have significant damage as defined by the FAA.  This is a private airport; overall in good condition. The west end of the runway is below grade and has trees on both sides with an embankment on the north side making crosswind landings challenging. Approaches from the east into Runway 28 is a little more open and at grade with the surrounding shoulder making recovery a little easier in a situation like this.




Synopsis: Pilot reported winds driving him off the runway heading; causing him to land on an embankment instead of the runway.
Date: 201909
Local time of day: 0601-1200
Location: SGR.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 350
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Parked
Aircraft component: Toilet Furnishing
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: MEL; Procedure; Aircraft
Primary problem: MEL

Narrative: Day 1 with an early show and a brief change from the night before. I was tired but fit for flight. We got [Aircraft] assigned to us and as we were on our way to SGR from ZZZ when were assigned a ferry flight from SGR to ZZZ1 with a 1 hour turn at our arrival at the FBO in SGR. During the preflight; I looked at the MEL 25-XX-XX and 25-XX-XX-XY. I didn't see anything wrong with the physical door that had been MEL 25-XX-XX (lavatory sink compartment lower left door brace has come loose). I didn't really think much of it other than the door was operational (opened and closed without any issues). I didn't notice anything loose either.I should have followed the instructions under MEL 25-XX-XX and relocated the stock and updated the weight and balance data; possibly completed a long form.




Synopsis: CL350 Captain reported non-compliance with MEL prior to flying aircraft.