elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: Global Express (BD700)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Corporate
Reporter function: Manager Saftey
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL430; crew noticed a CYAN CAS message 'GEN 3 FAIL'. After confirming on the electrical synoptic page that generator number 3 had failed; the crew followed the checklist and decided to attempt a generator reset. When the generator reset button was pressed; the crew immediately heard a very noticeable 'bang' sound. Crew then received a RIGHT BLEED SYS FAIL Amber CAS message. Following the appropriate checklist the crew attempted a bleed reset which was unsuccessful. The right engine bleed was then turned off in accordance with the checklist and the crew descended to FL380. All engine indications were continually monitored and appeared normal. There was no indication of anything unusual other than the loss of the generator. The crew discussed divert options; and elected to [divert].The passengers were kept informed of the event and the crew divert decision. The descent; approach; landing and taxi-in was completed without any additional issues or difficulties. After landing; a visual external inspection was completed and the crew noticed a large amount of oil on the cowling of the right engine. After opening the engine cowl; the crew noticed that Gen 3 had suffered extensive damage and maintenance action to be followed.




Synopsis: A Safety Manager for a Bombardier BD70 operator reported that the crew noticed 'GEN 3 FAIL' message on the Crew Alerting System as well as a 'RIGHT BLEED SYS FAIL'.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence; 10
Light: Daylight
Aircraft: EC130
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Rotorcraft
Human factors: Confusion; Distraction; Training / Qualification
Anomaly: Airspace Violation All Types; 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 Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was on a scenario-based training flight with a Helicopter Air Ambulance company. My flight path was from ZZZ to NNNNN Hospital East which; required me to transition through the ZZZ1 Class C surface area. I was unable to contact Approach and Tower via the normal frequencies. Weather at that time was; VFR; overcast; and blustery; isolated storms passing through (not reported); with winds out of the west at approximately 18 knots; gusting mid to high 20's at the surface. However; at an altitude of approximately 1;750 MSL; winds were touching the medium to high 30 knot range (if I remember correctly; the controller gave a peak wind of 33 at the surface) where we [were] experiencing light to moderate turbulence. I was aware of my close proximity to the surface area and was attempting to steer clear of it as I was trying obtain an alternate frequency (fumbling with the GPS) and make contact with Approach or Tower; with the added pressure that my 'imaginary patient was dying' from my instructor. However; during my juggling act and despite my efforts; unfortunately; barely crossed into the surface area prior to radio contact due to the winds pushing me into the surface area. There was no threat to any other aircraft. Nor when finally; in contact with Tower; they did not mention the situation or instruct me to call the Tower via phone. Request for the transition was granted without further issue. Lesson learned was not to presume that a frequency that was expected to be used and available; would be available. Check ATIS and NOTAMs prior to flight. And follow the old maxim... Aviate; Navigate; and then Communicate.




Synopsis: Pilot reported being task saturated during a training flight with bad weather; resulting in an airspace violation.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In flight I noticed a shake in the motor so I began looking over all the gauges. I looked up the nearest alternate airport. At that time; I tried to climb and look for an emergency landing area but simultaneously the engine began to shudder and ultimately failed. I tried to restart the engine but was unsuccessful so I selected an emergency landing area which was a large field where we landed with no injuries. After exiting and securing the plane; I noticed fuel pouring out from the left side of the cowling at a high rate. I stepped away from the plane and waited for law enforcement to arrive. After conducting interviews for 1-2 hours; I walked back to the plane to gather my headset and saw fuel leaking from the fuel strainer area. I got the attention of one of the officers to show him the leak which he documented and then reported it to the FAA.




Synopsis: C182 pilot reported landing in an open field after his engine failed in flight.
Date: 201507
Local time of day: 1801-2400
Location: ZGSZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZGSZ
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: After pushback from gate and while facing north on K in Shenzhen we were cleared to taxi via K2; A; Hold Short of A5--which we did. We were subsequently cleared via 'Route 1'; D; C1; and holding point 15. Both of us were unfamiliar with 'Route 1' and we questioned tower who; after a bit of discussion; cleared us via A5; S; D; C1 (Just prior to this clearance; the controller advised us that A5; S is 'Route 1'). At cruise; we both read all of our available charts and checked the notams again. There are no 'Routes' defined but there is a note to reference the 10-9 pages for runway crossing routes. This reference is in section 1.4.2 on the 10-P1 page.Additionally; the turn from K onto A5 is a hard left turn onto a wrong way high speed exit. The taxiway appears wide enough but requires a great deal of judgmental oversteer--a heavy airplane would require more than normal taxi power. ATC is issuing 'standard' clearances that aren't on our charts. We need a new plan and charts (or a notam) that describe these taxi routes if they are; in fact; still valid.




Synopsis: ZGSZ Ground Control cleared a B777 to taxi K2; A; Hold Short of A5 then via Route 1; D; C1; Holding Point 15. The crew found no Route 1 or published taxi routes on any available charts.
Date: 201810
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Takeoff Runway 25R PHX closely behind [an] A321. Waited for the A321's rotation before starting my takeoff roll. On initial climb at about 200 FT AGL started getting into severe wake turbulence. The turbulence felt like a punch with a sharp left roll. After about 5 shots asked Departure for a 10 degree left turn off the ZEPER 1. Cause: insufficient separation between departing aircraft. Suggestions: more spacing between departing aircraft.




Synopsis: B737-800 Captain reported encountering 'severe' wake turbulence departing PHX in trail of an A321.
Date: 201505
Local time of day: 1201-1800
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; 6
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower APA
Second aircraft: Small Aircraft
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While on about a 3 mile final approach with clearance to land I was asked to slow to approach speed as the Tower wanted to get a VFR single engine departure out.  This action was not necessary and I advised them we were already at approach speed.  They then needlessly took [what] we feel was a punitive action and forced us to an alternate runway.  We were already fully landing ready; gear down; flaps and slowing to final speeds when this needless demand was put on us.  This action put me and my passenger at risk as anytime you change runways at the last minute these speed changes requirements change the dynamics of the aircraft along with unfamiliar runways come into play.  When we were at the threshold landing on this very small runway; the single engine VFR flight was just lifting off.  All this action by the Controller was risky and completely unwarranted as 30 sec later the single engine aircraft could have departed.  After speaking to the Controller; I gleaned very quickly that they could care less about the safety of flight issues and wasn't willing to listen to what a real pilots concerns were.  We argued and the conversation was over.  I advised on taxi in that I wasn't happy with what they had done; the tower double clicked the mic acknowledging my comment.  He then asked me if I wanted to speak to someone about it and I advised; what good would it really do?  I was never asked to call the Tower and I was the one who decided to speak to them   I suspected a huge defensive posture. They had no excuse and didn't see any wrong action on their part.




Synopsis: A Pilot on final to APA was asked to slow for departing aircraft; but could not because his aircraft was at approach speed so ATC issued a runway change on very short final creating a perceived unsafe situation for the pilot.
Date: 201910
Local time of day: 0001-0600
Location: SDF.TRACON, KY
Aircraft: T6A Texan II / Harvard II (Raytheon)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C SDF
ATC / advisory: TRACON SDF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working the DR1 position and providing Aircraft vectors to the ILS Runway 17L. Aircraft was assigned 3;000 feet to maintain. I had given Aircraft a 140 turn to join the localizer and went on to other traffic. I went back to Aircraft and cleared for the ILS. Just after I finished issuing the instructions I noticed Aircraft had already descended through 2;800 feet in the vicinity of antennas requiring a 3;000 feet MVA. The pilot read back 3;000 feet correctly yet was still below 3;000 feet. Thinking I just busted the MVA I notified the CIC; who immediately started reviewing tapes and falcon. Aircraft was already clear of the obstacle so I allowed them to continue on the approach as they were in a critical phase of flight to climb up to come right back down. Review of the tapes and falcon showed a pilot deviation as he never went back to 3;000 feet. I could've cancelled the approach clearance and re-vectored for the approach or reiterated the pilot maintain 3;000 feet.




Synopsis: SDF Controller reported a TEX2 descended below assigned altitude entering a higher MVA.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Upon final descent as I was making my final walk through I noticed that the man in XX1 was not wearing his mask; seatbelt; and his seat back was in the recline position. I politely asked him to comply with the mask policy and prepare for landing by buckling his seatbelt and putting his seat back in the upright position. He began shaking his head; putting his fingers in his ears and saying; 'No; no; I am not gonna to wear my mask right now.' I asked him once again explaining the importance of the policies that I was asking him to comply to and he continued to ignore me. His flight mate came up to him and told him to buckle his seat belt and put his chair up and began to assist him in doing so. He also told her that he would not put his seatbelt on and that he wanted to go to the bathroom. I asked the woman if he was OK and she said; 'Yes' and then more forcefully told him to buckle his seatbelt and put his chair up. He then complied but still verbally refused to put his mask on. I asked the woman to help ask him to put on his mask and I explained to both of them that if he didn't wear his mask he would then be banned from flying. He still refused. I informed both passengers that the Captain and Gate Agent will be informed of this refusal and that the appropriate actions would be taken against him for not complying with the mask policy. Upon arrival the Gate Agent spoke to the party involved and the man in question refused to speak and the woman who assisted stated that he refused to wear the mask because 'he couldn't hear' and that he was 'sleeping'. Neither of these statements are true.




Synopsis: Flight Attendant reported a passenger refused to comply with the face mask policy.
Date: 201406
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; 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; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were climbing out on the BNDTO One departure from IAH. Just after passing BNDTO at approximately 10;000 FT the aircraft continued on the flight plan route to FFOAM. As soon as it did; Departure Control called us and gave us a heading to the north; then back to the west and then cleared us direct to Junction (JNC).  They indicated we may not have been flying on the proper course after BNDTO. We followed the Controller's instructions and continued direct to JNC as instructed. After looking at the flight plan paperwork and what was programmed into the MCDU we saw no difference. We then looked at the PDC and noticed that in addition to the route and transition that was on the flight plan paperwork and in the MCDU was a change for a different transition. ATC turned us right after passing BNDTO so there was no traffic conflict just a change in direction. After landing the Captain called Houston Departure Control by telephone to verify what had occurred. They indicated that the same thing had been happening to other flights. The PDC is somewhat confusing as it shows both transitions and is easy to miss the one that is not the same as the one that is on the flight paperwork. I think if there is a change to the routing other than what is on the flight paperwork it should be in bold font or underlined so there is no confusion. Or even better; just don't include the routing that is not going to be used. Thank you for your time.




Synopsis: An A320 flight crew departing IAH on the BNDTO RNAV SID departed BNDTO on the JCT transition in stead of the CRGER as shown in the revised portion of their PDC.
Date: 201505
Local time of day: 0601-1200
Location: EDDF.Airport, FO
Aircraft: Large Transport
Operator: Air Carrier
Flight phase: Taxi
Aircraft component: Aero Charts
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: I was taxiing out from an Alpha gate in Frankfurt using my Ipad with the 10-9 page up to display the airport (flying First Officer (FO) had his 10-9 page up; the International Relief Officer (IRO) had the gate area chart up [10-9B]. We were given N7 to L to 25C. As we turned left onto L; ground informed us that we had taken N8 (between N and L). He said everybody gets this wrong and wondered if the Jeppesen pages were not correctly marked. On my 10-9 page none of the taxiways were marked; but after reviewing the gate charts we could see the N7 taxiway diverges to the left. The ground controller said it used to be a parking area and apparently still looks like one. He asked us to write this up as it is a problem for him every day; and maybe something could be done to fix it.




Synopsis: Air carrier Captain reports being cleared via N7; L to Runway 25C at EDDF; but not detecting that N7 jogs left at N and taking N8. EDDF Ground detects the error and states that it is common.
Date: 201602
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared on the BNDTO5 RNAV SID out of IAH. The PDC (Pre-Departure Clearance) instructed us to climb via the SID except maintain 4000. We departed normally and contacted departure when prompted by ATC. When we checked on with Departure; ATC simply stated; Climb Via the SID; with no altitude prompted. Since we had previously been given an altitude restriction on our PDC; I interpreted this to continue our climb to 4000. About 45 seconds Departure asked if we were climbing; to which we responded no; we were level at 4000 per our clearance. ATC then stated we should have been climbing to 16000. We started the climb and the flight continued without incident.The climb via phraseology in this case was the confusing culprit. I was under the impression that once an altitude had been given with a climb via clearance; that it was still in effect unless cancelled. Research since the event has led me to realize my mistake. Additionally; our charts are not as clear on this as they could be. The only place you will find the initial altitude for a SID is on the SIDPT page; and not the SID graphical depiction. This results in page flipping during a critical phase of flight to potentially find missed information. I would strongly suggest adding an initial climb altitude on a SID to the Graphic depiction in BOLD lettering. This would allow pilots to at a glance understand what they are cleared to.




Synopsis: EMB-175 Captain reported being confused about altitude assignment when cleared 'via' the IAH BNDTO FIVE SID.