elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 0001-0600
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on the SEAVU Arrival and just inside KONZL at 17;000 feet; we were told to descend via the SEAVU Arrival for 25L.  We had set up for and briefed 24L.  I've been in this situation before like many of us have been; so I did like the Reference notes suggest.  Page one describes if you are outside of KONZL; and page two advises if you are inside of SEAVU.  Problem was I was inside KONZL.  Nonetheless; I did as it recommends:  I selected SEAVU Arrival; transition and runway (which gave me a route discontinuity).  At this point I'm behind; high and trying to program the FMC.  In short; by the time we had everything programmed and reconnected; we were slightly off course and were instructed to intercept the Localizer after GAATE. We could have Verbalized; Verified; Monitored and Intervened better as a Crew.  However; ATC puts an undue burden on Crews at this point on the arrival to have to program the FMC and be heads down at a busy time.  ATC needs to issue a runway prior to us starting the arrival and if they can't (or have to change runways on us well into the arrival); the burden needs to fall on ATC to get us back into position with more simple means: i.e.: a vector to intercept; or direct to a fix on the approach.  Sometimes in situations like these I feel we are there to make their jobs easier; instead of the other way around.  In the future; I will say; unable; and request a vector or direct a fix.




Synopsis: B737 Captain describes a runway change during the SEAVU 2 arrival to LAX that results in some altitude and track deviations when the FMC is switched from 24R to runway 25L.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After conducting a pleasure flight to [ZZZ]; I refueled the aircraft at [ZZZ] prior to starting my return trip to [ZZZ1]. Approximately 20 minutes into the flight; having climbed to my cruise altitude of 3;500 feet; I observed that while my right fuel gauge read full as expected; the left gauge was reading about 3/4 of a tank. I immediately diverted to the nearest airport [ZZZ2]; (about 15nm from my position when I noticed the issue) for a precautionary landing. Upon landing; I discovered a large amount of blue dye stains on the right wing; and that the right fuel cap was slightly crooked. When I physically removed and reinstalled the cap; it was no longer crooked. Despite double-checking the caps after fueling at [ZZZ1]; I did not notice the issue with the cap at that time.Based on the amount of fuel I added at [ZZZ2] to top off the aircraft (~14 gallons) and the approximate duration of the flight; I believe that I was losing a gallon of fuel overboard about every 2-3 minutes; and that when I landed at [ZZZ2]; I had approximately 10 minutes of fuel remaining in the left tank.




Synopsis: Citabria 7ECA pilot reported he lost fuel out of a tank that had the cap improperly secured.
Date: 201606
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E S56
ATC / advisory: TRACON S56
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Fatigue
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On the Delta 4 arrival into SLC was cleared to cross JAMMN at 17000. Had verified altitude restrictions with the pilot flying. Approaching the fix was cleared to descend via. PF selected 11000 for lowest restriction at MAGNE. We were still in managed descent. Prior to SPIEK we both verified altitude and noticed we were low. The aircraft had reverted to vertical speed. Started the correction and advised ATC asking for a safe altitude. Was given 13000. We had visual on terrain and no TCAS warning. Was then cleared to maintain 11000 and given a runway assignment of 16L. Continued on downwind and cleared for a visual. The flight started with a three hour round trip. We had a mechanical upon return and changed planes. Had to wait for a security check on the plane prior to boarding. Then 2 mechanical issues. No catering bins; had to wait on that. Late push. Late arriving into SLC. I feel fatigue was the main factor in catching the event immediately. The aircraft losing automation was the ultimate cause of the event but was preventable had we been more alert.


Second narrative: Vertical Speed being activated at some point without us being aware of the change from Managed Descent. High task loading at this phase of flight. Distraction with the FA announcement procedures as the PF and approach chart verification.


Synopsis: A320 flight crew reported missing a crossing restriction at SPIEK on the DELTA 4 Arrival SLC. The FMGC had reverted to vertical speed with 11000 feet set. The flight crew detected the error just before ATC issued a low altitude alert. Fatigue was cited as a contributing factor.
Date: 201411
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Headset
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: I called for push back then realized that we left 2 bags off. i tried to notify the flight deck but my headset got disconnected. I loaded the bags in a rush and then reconnected my headset to talk to the flight deck.




Synopsis: During pushback; a Ramp Worker chooses to open the cargo door and deposit late bags without communicating with the flight crew.
Date: 201505
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: [In] the [operations manual]; [some of the] [South America] chapter pages are 2 years out of date and need to be updated. Several of the pages have fixes that no longer exist today; making planning and loading the escape routes into the FMC challenging if not impossible.




Synopsis: B767 Captain reported his South America operations manual contained a number of out-of-date pages that in some cases contained fixes that no longer exist.
Date: 202110
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: At cruise and approaching Denver at FL360 in smooth air with the A autopilot in command mode and LNAV/VNAV engaged; DEN Center instructed us to descend and maintain FL320. Shortly after initiating a VNAV descent to comply with the clearance we experienced an upset event due to wake turbulence. While completing the upset recovery procedure the most bank I saw was 35 degrees and while we did deviate slightly from our clearance laterally we promptly returned to our route and were easily able to comply with our vertical clearance; leveling at FL320. While I ensured there were no injuries in the cabin the F/O reported our wake turbulence encounter to ATC. DEN Center took our report but then delayed our clearance to descend via the CLASH 3 RNAV arrival until we were well above our vertical path. We accepted the clearance and began a descent but after a further ATC speed restriction to 260 knots we realized about 5 miles prior to EVRLY we would be unable to comply with the altitude restriction of FL200. Due to ATC frequency congestion we were unable to inform ATC of how high we were and crossed EVRLY approximately 400 feet above the restriction of FL200. We then returned to our vertical path and landed at DEN without further incident.




Synopsis: B737 NG Captain reported encountering wake turbulence at FL360 in ZDV airspace.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence; Windshear; 8
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: On a flight from ZZZ to ZZZ1 in my TBM 700 (Aircraft X); I experienced moderate icing and severe turbulence and wind shear. On the approach to ZZZ1 moderate icing was reported to ATC which allowed me to descend to 2;000 ft. MSL. This got me out of IMC temporarily. I visually flew directly over ZZZ2. Shortly after I reentered IMC and experienced severe turbulence and wind shear. I had difficulty maintaining heading and altitude. It also caused me to be disoriented. I got heading and altitude warnings from ATC. I reported the severe turbulence and requested a vector twice. The second time registered and by then I was in moderate turbulence; icing and intermediate wind shear. ATC suggested an immediate landing at ZZZ2. I wanted no part of going close to whatever I had just passed thru and proceeded to ZZZ1. The airport came into view and I landed hot with one notch of flaps because of the wind shear and the fact that the plane was iced up. ATC was very helpful.




Synopsis: Pilot flying TBM 700 aircraft reported icing and severe turbulence on approach.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After 30 minutes of flight cruising at FL330 right engine began to compressor stall with multiple thumps and erratic engine indications. Right throttle was brought to idle and we ask for a lower altitude. All engine indications at idle were normal. Continued the remainder of the flight with right throttle at idle until beginning the approach. Elected to divert to ZZZ. Once on the approach; advanced right throttle and all indications were normal through the approach and landing.There were no casual factors. Followed SOP.This was a normal flight with no outside factors involved.


Second narrative: Flight from ZZZ2 to ZZZ3 was normal to FL 330 about 15min into cruise flight compressor stalls on right engine with 4 bangs. We reduced the throttle to idle and the ECAM went away. We kept the throttle at idle and descend to FL240 and diverted to ZZZ which was approximately 100 miles away and landed safely.[Caused by] Engine compressor stall[This was] a maintenance issue alone.


Synopsis: A319 flight crew reported an engine compressor stalls in cruise resulting in a diversion.
Date: 201504
Local time of day: 1801-2400
Location: D10.TRACON, TX
Flight conditions: IMC
Weather elements / visibility: 6
Aircraft: Global Express (BD700)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared to descend to 3000 feet and to maintain 3000 feet until established on the approach. Cleared for the RNAV GPS 35. Pilot flying (PF) thought he was in VNAV and had the altitude selector set to below field elevation. The aircraft was actually in Vertical Speed and didn't level off at 3000 feet. The PF was watching the aircraft as it came upon 3000 feet and thought it was leveling off but didn't confirm that it was leveling off. ATC then called the aircraft as we were going through 2500 feet. We immediately returned to 3000 feet after descending 600 feet below our altitude. I believe contributing factors were not knowing/confirming the flight modes the aircraft was in and not monitoring the aircraft properly while on auto pilot.


Second narrative: Neither pilot noticed the wrong mode; so the altitude selector was set to below field elevation. Just prior to reaching the IAP; ATC advised the crew that the aircraft was at 2600 feet. The PF corrected back to 3000 feet and continued the approach as published.


Synopsis: BD70 (GLEX) flight crew reported overshooting charted altitude during RNAV approach. Crew reported they thought they were in VNAV but were actually in VS mode.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Beaver DHC-2
Operator: Air Carrier
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Taxi
Aircraft component: Fuel
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Sea; Flight Crew Multiengine
Human factors: Confusion; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I left the dock to taxi to the north end of the lake for takeoff in to the wind; which was 15-25 KTS out of the south. The taxi took approximately 15 minutes. I turned around to takeoff; and the engine quit. It would not restart. Some Good Samaritan's came out to help when they saw the aircraft drifting quickly towards obstacles. Harbor Patrol also came out to help. I had my one and only passenger don a life vest and get into the Good Samaritan's boat. The two vessels were able to secure to both pontoons; and towed me without incident back to the dock. Upon further investigation; it came to light that I had incorrectly put Jet-A fuel in the piston aircraft. This is what caused the engine to quit.




Synopsis: DHC2 pilot reports engine stoppage during taxi out for takeoff and the inability to get it restarted. The Harbor Patrol and a good Samaritan render assistance. Post flight revealed that the reporter had fueled his aircraft with Jet-A.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Other Missed Approach
Airspace: Class D ZZZ1; Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Handoff / Assist; Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Result: Air Traffic Control Issued New Clearance
Contributing factors: Manuals; Procedure; ATC Equipment / Nav Facility / Buildings; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I called the [Radar Controller] for a briefing. During the briefing Aircraft X was given an approach clearance for the ILS XX [at] ZZZ. The [Radar Controller] indicated it would be a missed approach by point at a flight plan on file departing ZZZ. When he asked if I had questions at the end of the briefing; I inquired about the ZZZ1 radar outage and made a comment about its implications. We were now on the same page. The missed approach on the ILS goes to 4000 ft. We had traffic at 5000 ft. looking for a visual approach to ZZZ2. The [Radar Controller] said they would vector the ILS traffic on the missed approach. VFR conditions prevailed at ZZZ. Aircraft X checked in on the missed approach and mode C indicated 1000 ft. Radar was not lost during the approach. The [Radar Controller] immediately vectored the aircraft to a 040 heading. We commonly utilize vectors below the MIA (Minimum IFR Altitude) at ZZZ; but this is not available when the ZZZ1 radar is out of service. In this case; both the [Radar Controller] and [Radar Assist] didn't catch the error in a timely manner. I noticed the error occurred when I called ZZZ3 Approach to [request] the aircraft direct ZZZZZ and climbing to 4000 ft. I immediately told the [Radar Controller] after. We commonly use vectors below the MIA and know the implications of ZZZ1 radar outage. Many use a visual memory aid by marking a cross over the radar station when its inoperative. The outage window on the EDST (Enroute Decision Support Tool) and radar screen are suppressed during normal operations. Outages like VORs and RADAR are easily missed or disregarded. Perhaps better memory aids could be used.




Synopsis: Center Controller reported a radar site outage caused confusion leading to the Radar Controller vectoring an aircraft below the Minimum IFR Altitude.
Date: 201211
Local time of day: 1201-1800
Location: PHL.Airport, PA
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: An error was made which configured the QIE Center RADAR feed which was in a disabled state. This was done with no notice to air traffic personnel. This caused a serious and unexpected RADAR data failure. Controllers were required to switch to emergency service level without warning and handle several impromptu manual coordination's while trying to recover. This same scenario has occurred on multiple previous occasions causing dangerous and unexpected system outages. There must be a change in current procedure jointly developed by Air Traffic and Tech Operations to prevent this situation from reoccurring in the future.




Synopsis: PHL Controller described a RADAR data failure allegedly caused because of failed coordination between Air Traffic and Tech Ops personnel; the reporter noting this was not the first same type event.