elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: IMC
Weather elements / visibility: 4
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Airspace Structure

Narrative: On about a 120 degree downwind vector for an ILS Approach; the Controller issued a descent to 3;000 feet. The Pilot Monitoring read back the clearance and we dialed it in the MCP window; verified; and continued the descent. Being very familiar with surrounding terrain; I thought this seemed a bit low; but chose not to query the Controller. Passing through 3;100 feet; he gave us a 'low altitude alert; check altitude immediately; maintain 3;500 feet.' I disconnected the autopilot and climbed quickly to 3;500 feet. We completed the rest of the approach with no other issues. It was a poor ATC clearance; and I knew it. I should have asked him to confirm the descent to 3;000 feet.


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


Synopsis: Air carrier flight crew reported ATC descended them below the Minimum Vectoring Altitude.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Cleared for takeoff on Runway 25. As throttles advanced for takeoff; MAIN GEAR STEERING EICAS and takeoff configuration warning illuminated. Accomplished rejected takeoff between 10 to 15 knots ground speed. Runway cleared and checklists accomplished. Contacted maintenance and operations for gate return and fuel. Maintenance suggested that we deflect nose gear steering tiller to left and right stops to see if main gear steering EICAS would clear. Procedure cleared EICAS message. Maintenance cleared write up. Aircraft refueled and uneventful flight accomplished. This exact scenario happened to me two months ago. Maintenance told me that this problem sometimes occurs when the aircraft is towed.




Synopsis: B777-200 Captain reported rejecting the takeoff at low speed after the MAIN GEAR STEERING EICAS and takeoff configuration warnings illuminated. Maintenance suggested moving the tiller full throw which cleared the EICAS. The aircraft taxied back for fuel then departed uneventfully.
Date: 202003
Local time of day: 1201-1800
Location: HQZ.Airport, TX
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Called HQZ Tower at 6 miles out for inbound full stop taxi back. HQZ Tower replies report 2 mile right base Runway 18. Around 2.5 miles we are about to call and report our position. All electronics go out - no radio; transponder; flaps; etc. Only screen that worked was EFIS 1 and 2 which ran on batteries. I instructed student to keep flying while I pull out the POH and run an emergency checklist for electrical failure. Checklist doesn't work. I take controls and exit the airspace. We divert to ZZZ. Land on the ground; and immediately call HQZ tower to let them know what happened; where we are; and that we are A-Okay.




Synopsis: Light Sport Aircraft Instructor reported executing an uneventful diversion due to a total electrical failure during a training flight.
Date: 202002
Local time of day: 1201-1800
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: It is come to my attention that Aircraft X has had numerous fume events. While I know the problem is being worked by Airbus; Pratt & Whitney; and the company; any aircraft that has had numerous events should be either fixed or removed from service. Poisonous or toxic levels of any of these fumes could have long term and short term effects on the crew members as well as the passengers who have no idea why they may even have symptoms. And additionally; operationally [Company] is ill equipped to deal with affective communication between the crew and Chief Pilots in any abnormal situation internationally. Satellite phones and or a device that the crew could have that would be issued would help.Descending into ZZZ for an ILS circle to land. We encountered a fume event. The event was short-lived and turning off pack number one seemed to stop the issue. I had smelled the fumes before in my career. But this time the fumes had an effect of causing a headache and lightheadedness. Upon arriving at the gate; I asked my First Officer how he felt. He said he had a headache and was also lightheaded I felt the same. I opened the cockpit door and ask the flight attendants if they smelled anything. They both said immediately that they had headaches and the fumes were extremely bad. They also indicated several passengers were covering their faces. Due to the fact we were in ZZZZ we did not go to the hospital. We went to the hotel and dead headed home I still had headaches on [date] and [date] I called to remove myself from [date] and [date] flying. I have some headache yet today.




Synopsis: A320 Captain reported a fumes event during approach to landing.
Date: 201206
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was working 16/86 with weather. The traffic volume began to build. Multiple aircraft were deviating; and many of them were requiring point outs to adjacent airspace. I had a D-Side. An Air Carrier was deviating and needed a point out to R08. I asked my D-Side if he was pointed out; given the aircraft was on or within a mile of the boundary when I asked. My D-Side said no and got on the line to R08 to point him out. By the time R08 answered and approved the point out; he was five miles into R08's airspace. I should have made the hand off to R08. When it auto flashed I took it back; and then told my D-Side to point him out. I should have just let R08 work him since he wound up going 20 miles into their airspace.




Synopsis: A ZJX Controller experienced an airspace incursion when the D-Side failed to point out traffic to an adjacent sector.
Date: 201510
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were landing at DEN with the FO hand flying in VMC. At 1000 AGL approximately 3 miles out a large yellow drone (approximately 4 feet across) flew right underneath our aircraft. It was about 50 feet below us. We did not have time to maneuver the aircraft at all in an avoidance maneuver. From the time I saw it to it flashing under the nose was about two seconds. It appeared to bank to the right (west) as it flew under us. We landed uneventfully.


Second narrative: On a 3 mile final at about 1000 feet altitude while hand-flying; a bright yellow drone maybe 4 feet across passed under our nose coming from our diagonal left and passing under our nose to our right side. It came and went too fast to notice any other detail. We reported the event to ATC and the FAA.


Synopsis: Flight crew on final at DEN reported a near miss with a drone at 1000 feet AGL.
Date: 201211
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight plan: IFR
Flight phase: Initial Climb
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
Result: General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I vectored a C172 out of holding over the OMN VOR at 20 to the East to release the PA-28 off Runway XX climbing to 1;500 feet. I RADAR identified the PA-28; issued a climb to 2;000 feet and turned him to a 270 heading. I cleared the C172 back to the VOR to re-enter the hold. The PA-28 turned south transmitting; 'Mayday mayday mayday.' The pilot advised me he had lost his turn coordinator and was trying to fly straight and level. I provided emergency assistance. I issued a turn to the south to the C172 to avoid the PA-28. During the next few minutes; the pilot of the PA-28 flew various headings and climbed as necessary to keep the aircraft straight and level. I vectored all aircraft out of holding away from the PA-28 until he became VFR on top at about 3;500 feet. He was able to accept a frequency change at that time to work on his issue. The entire airspace was IFR. The pilot was just trying to stay airborne.




Synopsis: TRACON Controller described an emergency event when the aircraft in question lost instrumentation need for flight.
Date: 202108
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Environment - Non Weather Related
Primary problem: Chart Or Publication

Narrative: While cruising at FL410 west of DEN [airport]; the Captain and I were analyzing a severe thunderstorm complex on our route of flight over NE. Our route of flight was DBL-HCT (Hayes Center)-OVR-BDF. I referenced my JeppPro app and suggested a route to the south; via HYS (Hays)-BDF. The Captain verified the routing with the dispatcher who agreed with the plan. The Captain then radioed Denver Center and requested the weather reroute by asking for 'direct Hayes Center direct Bradford'. I saw that on my JeppPro chart the VOR we wanted to fly to was 'Hayes'; but I knew I often heard 'Hayes Center' referred to on the radio so I thought to myself it was a colloquial reference to the same fix. When the Controller asked for us to repeat the request; I reminded the Captain 'Hays' but he repeated 'Hayes Center'; and I didn't speak up more forcefully again thinking it wasn't quite correct but it was colloquial reference to the same fix. I entered HYS into the FMS; verified it with the Captain and executed the turn; approximately 10 degrees right. A few minutes later we were issued a frequency change to a new Denver Center Controller who answered our check-in with; 'it looks like you're on a shortcut.' The Captain explained that we had received a new clearance due to weather from the previous Controller and said that we were 'direct hotel-yankee-sierra direct bravo-delta-foxtrot.' The Controller said something like 'I'll make sure that's updated for you' and that was the end of the discussion. At that point the Captain and I went back and reconstructed why the Controller seemed unaware of our routing and at that point I realized the Hayes vs. Hayes Center confusion - that there are two frequently-used NAVAIDs in close geographic proximity with extremely similar names.




Synopsis: Air Carrier Pilot reported two similar sounding VORTACs west of DEN; Hays (HYS) and Hayes Center (HCT). The confusion caused a track deviation.
Date: 201604
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: TRACON N90
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On descent into LGA ATC issued a descent to 2500 ft and a clearance for the Expressway Visual RWY 31 and a traffic advisory 'Skyhawk traffic at 11 o'clock; they will maintain 2000 ft.' A short time later while level at 2500 ft with the autoflight system on we received a TCAS climb RA. We complied with the TCAS RA following flight manual procedure and advised ATC of the TCAS RA. The ATC controller acknowledged our RA. During the RA event; the PNF observed the TCAS intruder passing 100 below our aircraft on the TCAS display. We did not see the traffic visually. A normal approach and landing was accomplished at LGA. I complied with the FOM for reporting NMAC.


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


Synopsis: A319 flight crew reported responding to an RA on approach to LGA.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Other / Unknown; Training / Qualification; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Departure Airport; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was performing three takeoffs and landings in this aircraft type in order to be current to carry passengers for a flight later this day. Because the weather was too low to perform these takeoffs and landings in the pattern under VFR; I conducted them using the ILS approach to runway 25 at ZZZ. On my first attempt; after being cleared for the approach I misread the glideslope information and went low on the approach. Approached called and stated they had a low altitude alert; to climb immediately; and that the approach clearance was cancelled. I began a climb immediately to 3000 feet MSL. I noticed the autopilot had disconnected as well. ATC provided instructions for a turn outbound for another approach. I set up for the approach again and everything went normal with a full stop landing at ZZZ.




Synopsis: CE-525 Captain reported receiving ATC approach clearance cancellation due to a low altitude alert.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 20
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was the first leg of the day; a -300 model; with a history of leading edge slat indication problems on forward panel. MEL said to verify with overhead panel that must function properly and it did. On takeoff; the forward Leading Edge in Transit Amber light came on and the green went out; as described in earlier logbook write-ups; but now there was an actual indication on the overhead showing the number five and six slats were retracted. We aborted at V1 due to not feeling confident the aircraft would fly.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: A B737-300 flight crew rejected their takeoff at V1 when a chronic leading edge slat in transit light illuminated but was; this time; backed up by individual slat indicators showing #5 and #6 had retracted.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Control System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: Rudder felt normal when it was moved by hand. A flight control check [was performed] before the autopilot was engaged and after the autopilot was disengaged [and] checked good during the 'Before Takeoff Check' as well. The plane taxied normal with rudder controls to runway. Takeoff roll seemed normal; center line was maintained and there was no verbal cue to indicate an issue from the pilot flying. Upon rotation; the plane immediately yawed to the left. The [pilot] immediately gave controls to the [instructor] pilot. The [instructor] pilot received the flight controls with full right rudder already depressed and the plane was already veering off the left side of the runway with no ability to correct it. [Instructor] pilot continued the takeoff and began a climbing left turn to avoid obstacles. In the climb; the [instructor] pilot contacted Tower and told them 'Aircraft X has lost flight controls;' Tower confirmed what was said; [instructor] pilot advised that 'Aircraft X would need time [to] figure things out.' An emergency was never declared; but Tower gave priority. Tower suggested that once the plane was under control; RWY XXL was available. After two left circles; [instructor] pilot was able to regain some control and circle to RWY XXL to land. The plane was controllable with the rudders on the ground; and after inspection; it was found that the right rudder cable come in contact with the air conditioning system; arced/burnt; and broke.




Synopsis: C206 pilot reported a loss of control on takeoff due to failure of the rudder cable.