elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 0601-1200
Location: SEF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E SEF
ATC / advisory: CTAF SEF
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: During the initial pre-flight planning; I did a standard briefing using DUATS to SEF airport. However; I failed to take into consideration the NOTAM's for the flight. I made our first radio call on 122.7 reporting my 10 mile mark from the airport. At this time I did not see any other aircraft. At five miles south west of the field I reported on 122.7 that I was going to position and enter on a 45 degree left downwind for Runway 36 (As posted in the current AFD). I was looking at the runway and noticed that the runway is now Runway 1; instead of Runway 36 and also began noticing numerous other aircraft in a right downwind for the runway. I turned to look back in front of me and there was an airplane overflying me at about 200 feet over my altitude. Until this point I heard nothing on 122.7 about all of the traffic so I turned back to the southwest thinking I was on the wrong frequency. I checked but the CTAF was 122.7 and then an automatic recording came over the radio saying there was a special procedure in place with a temporary tower. When we heard this; I continued flying away from the airport back to the south west until we were 10 miles away from SEF.




Synopsis: C152 pilot reports attempting to enter the pattern at SEF during a special event; without being aware of the event and the special procedures in place. A NMAC occurs and eventually a broadcast is heard on the CTAF reporting a temporary Tower in use and the reporter departs the area.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After pushing back from the jetway the aft galley filled with Jet fuel odor. We contacted the pilot and returned to the gate. I had pain in my sinus going up behind my left eye and pain in the middle if my forehead. Followed by a metal taste in my mouth. I stepped off the aircraft while passengers were deplaning for fresh air due to jet fuel exposure.




Synopsis: A320 Flight Attendant reported fuel fumes in the cabin upon pushback resulting in a return to the gate.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
Result: Flight Crew Regained Aircraft Control
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Aircraft X was repositioned from Gate XX to a hard stand; to open gate XX for another arriving aircraft; and to finish a maintenance deferral for a ELEC APU STARTER R status message we had at the gate before departure. We received our new [release] and accomplished the Before Push Checklist. The tug operator stated he was ready for push pull from our position. We requested and received clearance to begin the push pull and asked the tug operator if he was ready again. He stated brakes release with I responded brakes released cleared to push pull. I noticed forward movement the same time the tug operator did and applied the parking brake. The tug operator stated his tug malfunctioned and released the aircraft. The tug operator also stated to our Operation Personnel at the aircraft that the tug malfunctioned. The tug operator stated aircraft movement about 30cm to 35cm but seemed further. The aircraft nose wheel did not contact the tug or anything else during movement. Operations and Maintenance was notified and Maintenance performed an inspection of the nose gear and the main gear. They replaced that tug with a new tug and performed a normal push pull from the hard stand for taxi.




Synopsis: B-787 Captain reported uncommanded aircraft movement during pushback.
Date: 201412
Location: ZZZ.ARTCC, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon level off; we noticed the left wing fuel quantity indicator had blanked out and had no quantity readout (along with the total quantity readout). The only indication was the right side tank number; approximately 9.3 showing. We did not have any EICAS warnings. We notified Dispatch of our situation and approximated our total fuel using 'the box' total fuel number from prog page. We continued to destination uneventfully after deciding we were not leaking fuel and burning at normal rate. Our fuel quantity readout came back about one hour later during arrival. Maintenance had told us our left tank contained 'contamination' or possible water causing the system to blank out.




Synopsis: At level off a B757 First Officer notes the left fuel quantity indicator is blank; along with the total quantity indicator. The crew elects to continue to destination and the gauges begin operating normally during descent.
Date: 201708
Local time of day: 0601-1200
Location: SLN.Airport, KS
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Special Use R3601A
ATC / advisory: Tower SLN
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I lost my GPS signal and flew through R3601A at 2500 MSL. A fighter jet came up beside me and I realized I was in restricted airspace and departed to the north out of the airspace. I lose GPS navigation signals occasionally in the area and didn't realize I had lost it.




Synopsis: Single engine aircraft pilot reported operating in restricted airspace after his GPS signal was lost.
Date: 201201
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Confusion
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: Flight Crew Returned To Clearance
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: We misread RUUDY FOUR departure procedure to indicate cross WENTZ 'at or above 1;500.' In reality; the instructions are to cross WENTZ 'at' 1;500. We stopped the climb promptly and exceeded 1;500 FT by only 150 FT. Double and triple check the appropriate charted notations if necessary; especially with new procedures; as is the case with the TEB RUUDY FOUR.




Synopsis: ERJ First Officer reports overshooting the WENTZ crossing restriction slightly on the RUUDY FOUR departure from TEB due to misreading the procedure.
Date: 201507
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a visual approach to runway 23 at Charlotte; just inside LECAR.  First Officer (FO) was the Pilot flying.  I noticed an object outside my left side window.  At first I figured it was a balloon or a bird.  I realized it was a drone; maroon and silver in color; and I would estimate its distance from our plane horizontally at between 100-200 feet. FO says he looked at the Radio Altimeter and we were at 1250 feet AGL at the time of sighting.  We were following the glide path down for runway 23 and we were on centerline of the localizer. We reported the sighting to CLT tower. Upon landing we were given a phone number to call to give more information on the details we saw.




Synopsis: Air carrier Captain reports sighting a drone pass 100-200 feet off the left wing during the approach to CLT at 1;250 feet AGL.
Date: 202101
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approximately 2 hours from our destination; we discovered that ZZZZ1 weather would not allow us to land at destination. We made a decision with fuel and time to hold and then subsequently divert to ZZZZ2. The communication barrier was difficult with the controllers and while that took place we were also using the radio for Dispatch. I was the PM (Pilot Monitoring) and was coordinating the divert with Dispatch and the handling in ZZZZ2. Task saturation after a long flight was certainly a challenge. I also was having freezing issues with Jepp FD pro. After being handed to ATC; we had the approach and plan in place for the approach Runway XX. On the decent the controllers left us very high even after multiple requests for lower. The PF (Pilot Flying) was using FLCH and max speed brakes most of the time. We were able to get to an appropriate altitude safely. I had a brief moment of thought about still being in FLCH on decent and through saturation; I failed to mention it. Inside the IAF I set the TDZE as normal and confirmed with crew; as we were cleared the approach. We had still been descending constantly from events before; we never really stopped descending since just after the divert was made. As we were in the arc; we were completely configured for landing and I noticed that we had descended below the published altitude on the ARC. I quickly realized we had been still in FLCH and immediately said to stop decent. We were approximately 400-500 ft. Low. And after arresting settled at about 600 below. The PF and crew were in VMC conditions. CAVOK. We were approximately 1/2 to 3/4 of the way through the arc once I noticed. We had the airport in sight and the PF elected to stay at the approximate pattern altitude as we were over water in VMC and had the airport in sight and about to turn final. The approach continued visually and the PF made a normal landing and taxi to hard stand.




Synopsis: Air carrier First Officer reported an altitude deviation during a weather diversion uneventful landing during a task saturated weather diversion which included an altitude excursion.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Maintenance Check Flight
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Evacuated; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During annual inspection it was discovered that Right Main did not fully retract into wheel well. Parts and special tool were ordered. I checked with the shop weekly starting but told them I was not in [a] hurry since I had another ACFT; and the holidays were busy at the shop. I was told it was ready; I went there on the [day after] but the plane was up on jacks. I witnessed the gear go up and down. I said I would come fly it on [the following day]. I came with a friend (son of the previous owner.) I was in the left seat as PIC; I called ground and requested 'left closed traffic.' We were directed to taxi to the 'tower run-up.' After completing the run-up we were told to taxi. When cleared for takeoff we departed Runway X. On downwind we were informed of an 'Air carrier on a 4 mile final for the right and a helicopter on final for the left.' I extended downwind and turned left base. We were a little high (approximately 900 FT) we put full flaps and pulled gear handle down. Saw green indicator of 'gear DN.' The landing seemed normal until I heard a scraping sound and the propeller stopped. I turned off the master switch immediately. Fire trucks; Sheriff; and Operations arrived quickly. The Sheriff asked if I had anything to drink today. I said 'not yet. I'm sure going to have one after this.' I showed them my driver's license; pilot license and medical.




Synopsis: A M20J landing gear collapsed after landing. The aircraft had been in a maintenance status for a gear failing to retract fault discovered on the annual.
Date: 201606
Light: Daylight
Aircraft: Falcon 50
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Time Pressure
Anomaly: 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 Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This event has many facets for its occurrence. The short version of this event and the root cause is pressure from a high valued passenger combined with an asymmetrical authority gradient on the flight deck. The error chain began with a passenger who was running late and putting undue pressure on the flight crew. There was a lack of communication between the pilot flying and the pilot not flying regarding the ATC clearance when departing an uncontrolled field.  The clearance was received from the pilot not flying via telephone and not clearly communicated to the pilot flying.  This coupled with the 'we are in go-fast mode' mantra from the pilot not flying (senior captain with the operation) and the peer pressure to keep up with the high value passenger's pace led to a navigational error.  Rather than simply asking for vectors to a fix; the PNF (Pilot Not Flying) became somewhat combative with the controller.  This whole event could have been avoided by respect of the pilot flying's assigned authority and slowing down the pace of operations.  Cockpit and checklist discipline were violated due to the pilot-not-flying perceived necessity to rush to satisfy a high value passenger. Assignment of PIC responsibility needs to be veritable regardless of seniority with a company. The clearance was to fly to MXE VOR; then to PTW VOR; then to SARAA intersection. We headed to PTW VOR first; not to MXE VOR. The controller then gave us a heading of 150 degrees; then a heading of 090 degrees; then a heading of 060 degrees.  To note; the PNF was absorbed in the FMS; and without asking the PF; began changing routing and flight guidance against ATC instructions.  Loss of SA (situational awareness) and the pressure to rush reigns supreme here. I can state with absolute certainty; that if the high value passenger was running on-time and did not put pressure on the flight crew; and if the senior member of the flight crew (who was assigned to be SIC) did NOT see the value in being obsequious to the high value passenger; this event would not have been reported to this system.




Synopsis: Falcon 50 Captain reported a track deviation occurred because the crew was under time pressure.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Indications
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Enroute instructor noticed that the engine was running abnormally loud and checked engine power level. Power level read 20% and 1400 RPMs with 11 GPH fuel burn and 123 KIAS. Noting abnormal indications; Instructor Pilot (IP) told student to fly direct [to home field]. During the flight back; power was set to minimum cruise 100 Knots to reduce any engine strain and monitored all instruments; everything was normal aside from Power % and Tach. Aircraft was told to expect the arrival. Instructor requested straight in as a better option but was told unable (Approach was unaware of the issue at this time); about 20 seconds after this statement; instructor and pilot both felt an unusual knock; that was enough for instructor to call for a diversion to the nearest airport. Pilot told Approach that we were not stating an emergency but we were receiving unusual engine indications and was diverting with 2 souls and 3 1/2 hours of fuel.

Callback: Reporter believed that the low power level readings were caused by a faulty sensor which lead to an assumption that the engine was about to fail. It was deemed better to land and have it checked out.



Synopsis: SR20 instructor with student reported a low power reading in cruise and elected to divert to the nearest suitable airport.
Date: 201308
Local time of day: 0001-0600
Location: SAC.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D SAC
ATC / advisory: TRACON MCC
Aircraft component: Integrated Audio System
Component problem: Design; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was practicing instrument approaches with my instructor. The aircraft has a new Garmin GTN-650 and the touch screen was new to both of us. We did a missed approach from Sacramento and contacted Approach control for another. We were given vectors by ATC. We did not hear from ATC for about 8 minutes then got a call from the Tower to contact ATC. Somehow the VHF frequency was swapped; perhaps by an inadvertent touch of the screen; and the radio was actually receiving Tower frequency again. There were towers in the area ATC was concerned about; but in actuality it was VFR and my instructor had them in sight so there was no real safety issue. It is important to get familiar with new equipment and what problems may occur with it (that is part of why we were training). One needs to be careful not to touch the touch screen inadvertently; check radio communication if nothing is heard for a suspicious length of time; and visually verify the frequency display of the receiver.




Synopsis: PA28 pilot on a practice missed approach with instructor experiences lost communications with ATC. A new Garmin GTN-650 touch screen was being used and it is believed that an inadvertent touch caused the departure frequency to be swapped to the Tower frequency.