elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 0001-0600
Location: S50.Airport, WA
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SEA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Climbed out of S50 in Aircraft X; ATC requested we maintain visual obstacle clearance which we agreed; due to smoke visibility was low; passenger became nervous and turned the aircraft while we were being vectored; Requested ATC to vector us back to S50 for landing; ATC provided phone number to call TRACON after landing due to us turning while being vectored. Landed without incident; ATC marked matter as closed.




Synopsis: Pilot reports deviation from Air Traffic Control vectors.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: After departing ZZZ Runway XX; Departure Control directed turn to 020 degrees; climb 10;000 MSL. Air Traffic Control then directed passing 11;000 MSL; cleared left turn direct ZZZ [VOR]; climb and maintain FL180. Air Traffic Control then amended clearance to 14;000 MSL.  With aircraft in the turn; autopilot engaged; thrust in climb power and Open Climb mode; aircraft exceeded 14;000 MSL by 275 feet during automatic level with autopilot likely due to light weight.  Air Traffic Control immediately gave us right turn 360 and firmly reminded us of our assigned altitude of 14;000 MSL; then called traffic at our 11 o'clock at 15;000 MSL.  Autopilot was disconnected; we initiated immediate turn to 360; manually complete the level off at 14;000 MSL.  There were no TA's or RA's during this event.  Aircraft never exceeded 14;300 MSL during this event.Got altitude assignment while climbing at a high rate.


Second narrative: Cause - Light weight aircraft as a result of very light passenger load.Suggestions - Awareness on aircraft operations with non-standard weight...much lighter than standard ops weights.


Synopsis: Air carrier flight crew reported overshooting an assigned altitude during departure and cited the rate of climb due to the aircraft being light in weight as a contributing factor.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The preflight looked good [with the rental C152]; there were no noticeable leaks or discrepancies with the aircraft. The run up and magneto check was good. I got clearance to take off. The takeoff roll was normal. I rotated and climbed out at Vy. Everything was fine until I reached around 300 feet AGL; [at] that time I noticed I was no longer climbing and that the airspeed was dropping as well as the VSI. The stall warning horn began to sound and I started extending flaps to transition into slow flight to keep from stalling. The engine was still running smoothly; however the engine was not producing enough power to maintain altitude. At this time Tower asked me what was going on. I told them due to an unknown reason I was not able to maintain altitude and I was going to try to circle back and land. It did not look as though I would make it back to [the takeoff] runway and the Tower advised that I could land on [a different] runway instead. I was able to make it down and land and the partial power I still had was enough to taxi back to [FBO] where I notified them of the events and issue with their plane.




Synopsis: C152 pilot reported engine was not producing normal power on takeoff and he was losing altitude; so he returned for an immediate landing.
Date: 201506
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Pax
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe
Human factors: Training / Qualification; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Other During Maintenance
Contributing factors: Chart Or Publication; Human Factors; Procedure; Aircraft
Primary problem: Chart Or Publication

Narrative: While working an Engineering Repair Authorization EC/EA and AD 2012-11-09; Step 2-B1 appears to have the mechanic inspect the existing cable; install the mask and insert [Release] Cable pin into the striker pin of the cylinder if no damage was found. There was a misunderstanding by the [maintenance] crew of Step 2 of AD 2012-11-09; since the mechanic had to install a new cable; which is not addressed in AD 2012-11-09. As a result; the Cable assembly and oxygen masks were incorrectly installed on a B777-200 Aircraft during reactivation of the Oxygen System.Additional reference should include an Illustrated Parts Catalog (IPC) 35-21-01-40b (item C) for a better understanding of [Release] Cable routing. Also add a [maintenance] step to install any missing cable to [passenger O2] box; including hardware; into the Engineering Kit for AD 2012-11-09 and better training.




Synopsis: An Aircraft Maintenance Technician (AMT) recommends an additional reference be added to Airworthiness Directive (AD) 2012-11-09 to include Illustrated Parts Catalog (IPC) 35-21-01-40b; (item C). The IPC would provide a better understanding of the Passenger O2 mask box release cable routing. Misunderstanding of Step 2 of the AD resulted in an incorrect installation of the release cable and O2 masks on a B777-200 aircraft.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Oxygen System/General
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: I have been working in a dysfunctional flight department. I flew an aircraft without being sure that the MEL was done correctly. It originally became nonfunctional as I was flying with the Chief Pilot; and I asked him how we should write it up. He asked; officially or unofficially. I said officially; and thought the matter was going to be resolved before we flew it at altitude again. It was not and I flew with the O2 nonfunctional. There are a number of issues at this flight department; and I have reported it to the management; and the POI (Principle Operations Inspector).




Synopsis: Flight Department Captain reported flying an aircraft with a non-functional O2 system and not knowing if the MEL for it had been followed correctly.
Date: 202008
Local time of day: 1801-2400
Location: ANC.Airport, AK
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ANC
ATC / advisory: TRACON A11
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Communication Breakdown; Situational Awareness; Workload; Time Pressure
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 New Clearance
Contributing factors: Airspace Structure; Company Policy; Human Factors; Procedure; Staffing
Primary problem: Human Factors

Narrative: Aircraft X departed ANC on the SID climbing to 4;000 ft. I vectored Aircraft X to the north and climbed him to 7;000 ft. below another IFR aircraft that was eastbound above. I became busy with other aircraft requesting special VFR clearances. When my scan brought me back to Aircraft X; I saw he was at an altitude that I could turn him on course into higher MVAs and thought I climbed him to 20;000 ft.As my scan approached him again; he was climbing well through 6;500 ft. in a 2;000 ft. MVA area. I asked him for a PIREP and was writing that down on the PIREP form. I turned around to give the PIREP form to the CIC and as I was sitting down; Aircraft X requested higher. I saw that Aircraft X was still at 7;000 ft. in an 8;000 ft. MVA by a few miles and climbed him to 20;000 ft. I realized the climb was not going to be well enough to clear the 10;000 ft. MVA so I expedited his climb through 10;000 ft. When I realized that wasn't going to work and he was out of 8;000 ft.; I turned him left to avoid the higher MVAs. He was clear of the 10;000 ft. MVA box but had already missed the 8;000 ft. MVA.My recommendation is when we are inundated with IFRs off of our satellites and primary airport and our satellites start going below basic VFR; we should have a low radar staffed so that they can deal with all the special VFR requests rather than leaving the North Radar Controller to do it all.




Synopsis: TRACON Controller reported being overwhelmed by distractions from satellite airport operations and forgetting to climb an air carrier departure; resulting in the aircraft flying below the Minimum Vectoring Altitude.
Date: 201811
Location: SAN.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Established on LOC 27 between VYDDA and OKAIN. LOC Capture and VNAV Path were established. Speed 170 Kts as assigned by ATC. Flaps 20 Gear Up. Descending to out of 3800 MSL and we received a GPWS warning 'Terrain Terrain - Pull Up Pull Up Pull Up' warning. Initiated Terrain Escape maneuver and as soon as we climbed 200 feet the warning ceased. We continued to climb to 4000 feet and advised ATC. After initiating Terrain Escape maneuver; we were unable to re-establish VNAV Path and executed a Go-Around and diverted.


Second narrative: After executing a missed approach due to low visibility on our first try into SAN we were vectored north of the airport and cleared for the LOC 27 again. We were established in LOC and VNAV Path modes; at approximately 3;800 ft; approaching OKAIN; at 170 KIAS; flaps 20; gear up and speed brake armed. We received a 'TERRAIN; TERRAIN; PULL UP; PULL UP' GPWS Alert. The PF (Pilot Flying) (Captain) executed the GPWS escape maneuver and the alert did not reoccur. I alerted ATC of the GPWS alert and our maneuver. We were subsequently re-cleared the approach but were unable to re-establish VNAV Path in time; executed a missed approach and diverted.


Synopsis: B757 flight crew reported executing a go-around and diverting to an alternate after receiving a GPWS terrain alert on approach to SAN.
Date: 201604
Local time of day: 1201-1800
Location: ZBAA.Airport, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZBAA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching number 1 for the runway; we had watched 4-5 departing and arriving aircraft. Spacing between arrivals and departure was large; maybe 2-3 miles. Number one and holding short of the runway; just as landing traffic passed by; I heard the controller say what sounded like 'can you accept immediate?' Clearing left (final) and confirming with Captain; I responded to the affirmative. There was no reply. I was watching the landing traffic roll out and clear when I heard the controller repeat the request; and I again responded affirmatively. At this point the Captain was saying I wasn't transmitting. I looked at my communication panel and realized we had begun moving into position as the Captain responded to Tower we were lining up to hold for immediate takeoff. I selected my mic button as the Tower ask if we were lining up on the runway. 'I responded affirmative' and Tower then cleared us for takeoff. On departure; we were asked to contact the Tower. I remained on departure frequency while the Captain talked to Tower. They said we had taxied into position without clearance and to be more careful. It all had happened quickly and with some language barrier combined with the communication mishap; the Captain's reply to Tower led me to believe he had heard a different clearance than me; but by then we had been cleared for Takeoff. I did not hear anything from the First Officer B or First Officer C during all this; but I may have missed something listening to the Captain speaking as well as the Tower transmissions. To the best of my knowledge; no other aircraft/traffic was affected.




Synopsis: First Officer reported taxiing into position on runway without clearance. The flight was subsequently cleared for takeoff.
Date: 201307
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Door
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Repositioning flight about 29 minutes from landing; we got the announcement to prepare cabin. Secured galley and came back into cabin at row 1 hit turbulence so took seat in 1C. After sitting we had at least one really hard jolt and then I heard the other Flight Attendant call my name then turned to see if she was ok. Still could not get up at that point. When we arrived at the ramp area to deplane the boarding door would not open after trying 2 times the Captain then tried with no success. Also First Officer tried. Severe turbulence was cause.




Synopsis: A CRJ-900 on a repositioning flight with only flight and cabin crews aboard encountered severe turbulence during the descent. Upon landing they were unable to open the main cabin boarding door.
Date: 201507
Local time of day: 1801-2400
Location: RSW.Airport, FL
Flight conditions: VMC
Light: Dusk
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Parked
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: Frequently at RSW METAR/SPECI and weather reported on the ATIS is inaccurate. This leads to poor decision making and flight planning mistakes by pilots; dispatchers and meteorologists who rely on the weather observations to be accurate and representative.[One day] a thunderstorm was reported in the METAR for several hours after it ended. A few days earlier a FC (funnel cloud) was reported in METAR by accident when none occurred.The ATC at RSW should either learn how to augment the ASOS properly or leave it in AUTO mode. Currently; the ATC augmentation of the ASOS at RSW leads to a poor and inaccurate product which has the potential to be dangerous.




Synopsis: A pilot reported that RSW METAR at times was inaccurate with outdated conditions or conditions which have not occurred.
Date: 201701
Local time of day: 1201-1800
Location: 4A4.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-220T Turbo Seneca III
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E A80
ATC / advisory: CTAF 4A4
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were doing practice approaches in VFR. We were on our way to RMG to shoot the GPS approach to RW1. I was under the hood; the safety pilot saw a parachutist we immediately deviated. We were listening to 4A4 CTAF; but did not hear info about parachute jump. In my briefing; I did not see a NOTAM about parachute jumpers in my route. While there was plenty of space to maneuver it was a concern as we did not know if there were other parachutists in the area. In retrospect I should have asked for flight following. In the future I intend to do all practice approaches under an IFR flight plan in constant communication with ATC.




Synopsis: PA34 pilot reported coming upon parachute jumpers necessitating evasive action in the vicinity of 4A4 Airport.
Date: 201603
Local time of day: 1201-1800
Location: UDD.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF UDD
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was descending to land. At 12 miles out I switched from flight following to monitoring Unicom. Unicom announced 'Rwy 28 active; left hand pattern'. I then responded with my position and intentions to stay north of I-10; cross midfield for a left downwind. I again reported midfield; downwind and turning base. Just as I was finishing my turn to final at about 800 ft AGL; a Falcon announced a 5 mile final. I called him saying I was 2 mile final. Then again announced 1 mile final. After touchdown and rollout; I saw lights approaching to land from the opposite direction (Rwy 10) at about 700 feet. I called: 'jet on final; I am on the runway'. As he continued his approach; I was looking for a turnoff. Getting close to the turnoff; I again screamed at the jet that I was on the runway. As he was about 1000 ft on my nose; about 20 ft above touchdown height; I decided to leave the runway for the sand/grass. As I cleared the runway; the jet performed an abrupt go-around.As the sand was soft; I required a tow back onto the asphalt. No damage was caused.After I tied down I examined my radios and found that I was monitoring Unicom; but transmitting on my last flight following frequency.




Synopsis: SR22 pilot reported taxiing off the runway after landing in UDD when he noticed a small jet about to land on the opposite runway. Reporter stated he noticed later he was transmitting on the wrong frequency.