elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: While in cruise flight at FL350 in IMC with only green precipitation depicted on radar display; we encountered moderate turbulence causing an increase in airspeed followed by a sudden decrease in airspeed. The autopilot was unable to maintain altitude. We lost approximately 400 feet of altitude before the descent could be halted and a climb initiated to get back to our assigned altitude. ATC noticed our altitude deviation and queried us about it. We made a PIREP [Pilot Report] regarding the turbulence and inability to maintain altitude. ATC advised us that there had not been any separation conflict due to our altitude deviation. Unknown weather created moderate turbulence and loss of energy to maintain altitude.




Synopsis: A321 pilot reported a loss of 400 feet of altitude due to autopilot failure; weather; and turbulence.
Date: 201703
Local time of day: 0001-0600
Location: EUG.TRACON, OR
Flight conditions: VMC
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification; Confusion
Second reporter function: Approach
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: During training session on radar east we were getting pretty busy. Aircraft X was on a Missed Approach. I thought he was just a normal departure climbing to 5;000 feet. We had an aircraft's data block acquire on a VFR 1200 code target and was trying to fix this. While we were trying to fix the issue Aircraft X flew into a 4;400 MVA at an altitude of 4;000.The main issue we had was an IFR data block acquired onto a VFR 1200 code target for some reason. This took our attention away from Aircraft X and caused us to miss his altitude.


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


Synopsis: EUG TRACON Controller reported being distracted by a data block on the wrong target and failed to realize traffic he thought was a departure was conducting a Missed Approach. Controller allowed it to fly below the Minimum Vectoring Altitude.
Date: 201908
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors; Procedure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: As the Pilot Monitoring; I should have better monitored our descent and prompted the Pilot Flying for the 10;000 feet restriction. I also believe that it would make easier for pilots to comply with the speed limit under Bravo Airspace if way points were created with the pertinent speeds as restrictions. Additionally; for the benefit of reduced workload; it would be nice to see some type of Class Bravo depiction on busy airport arrivals that descend below Bravo shelves.




Synopsis: An air carrier pilot reported they missed a crossing restriction and did not reduce to 200 knots below Class B airspace.
Date: 201206
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Horizontal Stabilizer Trim Motor
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: During climb with the autopilot engaged; the aircraft attempted to level off at assigned altitude of FL280. The aircraft began to porpoise and the electric pitch trim failed. The autopilot disconnected and the aircraft climbed to 28;300 FT. Evasive action was immediately taken to correct the altitude deviation by hand flying the aircraft. The electric pitch trim was reset and autopilot was re-engaged. We were then given a higher altitude assigned and began to climb to it when the electric trim failed again and the autopilot disconnected. We informed ATC that we were no longer RVSM equipped due to equipment failure. We requested descent to FL280 to leave RVSM airspace and continued the flight at that altitude until descent.




Synopsis: A G-IV electric pitch trim failed while climbing into RVSM airspace which caused an altitude overshoot at FL283 so RVSM was canceled and the flight continued at FL280.
Date: 201702
Local time of day: 0001-0600
Location: C90.TRACON, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E C90
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were on descent into ORD; cleared for the BENKY 4 RNAV STAR arrival. Vnav descent winds were inserted prior to descent (approximately 100 tailwinds). ORD had a high altimeter setting about 30.39. We then received a clearance to cross BENKY intersection at 12000 ft. & 300kts. It is also possible we 'might have' received an earlier clearance to fly direct to BENKY. This was an 'all nighter'; so I'm using best recall.We had 12000 ft selected into the altitude mode control panel & had -Vnav Path- displayed on my PFD. & we had BENKY 12000 ft. & 300 kts inserted in the legs page. Everything looked normal. While my First officer (FO) was briefing the approach; and I noticed the speed was suddenly increasing to 320-325 knots. But still in Vnav Path & 'right on' the vertical descent path display. I then deployed max (flight) speed brakes -to slow it down back to 300 kts. The plane was not slowing down; very much; at all - so I briefly pushed 'level change' mode to attempt to slow it down; further- to 300 kts @ BENKY intersection. (I still had full speed brakes deployed) near BENKY intersection; the Vnav Path began to show our vertical path 'high' & we crossed BENKY around 13000 ft & just above 300 kts. ATC never commented on our 'high crossing' altitude at BENKY intersection & there was no further incident.High tailwinds; on descent & a 'direct clearance' reduced the distance to descend to cross 12000 ft clearance at BENKY intersection.More proactive monitoring on descent and notifying ATC that we might not make the crossing restriction assigned- if it looks difficult to comply with.


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


Synopsis: B737-800 flight crew reported missing a crossing restriction on arrival into ORD; citing fatigue; strong tailwinds; and automation dependency as factors.
Date: 201604
Flight conditions: VMC
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Procedure

Narrative: Maintenance started #2 engine at gate; no personnel used to notify ramp traffic of running engine. Also maintenance personnel were wearing hats and working around turning engine; normally all loose items are secured before working around a running engine.




Synopsis: A Ramp Agent reported Maintenance personnel started an aircraft engine at the gate with no ramp observer and ground traffic nearby. Also Maintenance personnel near the engine wore hats and loose clothing.
Date: 201503
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Second reporter function: Relief Pilot; First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Startup; taxi; takeoff and entire flight was normal with no EICAS or Status messages.  All systems worked normal.  Upon rollout on landing at approx. 60 knots; multiple EICAS messages appeared. We were later informed by maintenance that there were 50+ Status Messages displayed (which are not displayed to the flight crew) prior to takeoff.  However; there were no indications on the flight deck; nor were we notified by the company prior to takeoff or enroute.  Crew determined it safe to taxi to parking spot.  Engines did not shut down normally.  Airplane came out of heavy maintenance with many switches (including guarded switches) in incorrect positions.  Maintenance worked in lower; center electrical compartment prior to block out.  No priority assistance was requested.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: B-747 flight crew reports accepting an aircraft just out of heavy maintenance for a revenue flight. Many cockpit switches are found out of position during preflight; but the flight is uneventful until landing. During rollout at approximately 80 knots multiple EICAS messages appeared as well as aural warnings. The crew is able to taxi in; but the engines do not shut down normally and Maintenance Control indicates there are 50 plus status messages that the crew never saw.
Date: 201302
Local time of day: 1201-1800
Location: SPS.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Airport; Procedure
Primary problem: Ambiguous

Narrative: When reviewing the paperwork for our flight to SPS; there was only one line in a large stack of paperwork showing the NOTAM for Runway 33L/15R closed that day for painting. Coming out of a 9 hour overnight with an early wake up to be scheduled on duty for 12:20; I now feel that I was fatigued at the time and missed; what turned out to be; the one and only way we would have any notice that the runway was closed that day. We conducted a normal flight without realizing the runway we intended to use was NOTAMed out of service.When we got to SPS; we told Center which runway we were using and did not receive any report that the runway was closed (we found out later that Center didn't have the NOTAM at all). Also; the Tower was closed and the ATIS just said the Tower was closed and had nothing about the closed runway. We discovered the closed runway by seeing trucks on the runway. There were no closed runway markings or lighted X's on the runway at all. We executed a go around and landed on Runway 33C/15C without incident.


Second narrative: On a visual approach to Runway 33L at SPS on two mile final we noticed multiple vehicles on the runway and executed a go around. We circled back to a different runway and landed without further incident. [Before departure] neither myself or the Captain remember seeing a NOTAM for a closure of Runway 33L at SPS. After executing the go around we contacted Fort Worth Center and informed them of the situation and they informed us that they also were not aware of Runway 33L being closed and showed no NOTAM for the runway. In addition there was no NOTAM information stated on the field ATIS broadcast.


Synopsis: During approach to SPS Runway 33L; an E145 crew detected multiple vehicles on the runway and executed a go around to land on another runway. The crew had missed the closed for painting NOTAM during preflight and ATC had no knowledge of the NOTAM. There were no closed markers on the runway.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out the departure the EICAS displayed L/G Air Ground Fail message an aural warnings that seemed to indicate that aircraft's logic was indicating the aircraft on ground instead of in the air. We completed the after takeoff items and informed ATC that we will need some delay vectors. I (First Officer) pulled out the QRH and located the page related to that EICAS message. Meanwhile the Captain asked ATC to level off at 6;000 and we switched the controls. We performed the required QRH items and Captain contacted Operations and informed them of the gate return. Captain informed the ATC about an air return and we set up for an ILS approach. After landing when the speed went below 10 KTS we got a stick shaker and other SPS messages associated with it. While at the gate when Captain switched to GPU power more system stopped working such as SAT; TAT; Fuel quantity etc.; indications stopped working. The list of messages on EICAS exceeded one page. The gust lock did not lock the elevator; so we secured with a seat belt and left the aircraft with Maintenance personnel.




Synopsis: EMB145 First Officer reports the EICAS displayed L/G Air Ground Fail message during initial climb. After complying with QRH procedures crew elects to return to the departure airport. Many anomalous EICAS messages and stick shaker activation are reported during taxi in and shut down at the gate.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: The pushback tug that pushed us had extremely bright LED lights. They were positioned in a way that when the tow bar was disconnected and they reversed away from the aircraft; both the Captain and I accidentally looked directly into the lights as they came into view. We both remarked that we had some lasting visual effects that took a couple of minutes to resolve. The tug should have eyebrows over the lights as to prevent blinding the flight crew. The lights could also have a lower intensity or angled toward the ground.




Synopsis: B737 First Officer reported the pushback tug had very bright lights that affected night vision.
Date: 201602
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After being cleared to land the tower cleared an aircraft for takeoff on the same runway. As I was getting closer to the field the aircraft delayed in his takeoff. I asked the tower about the sequence. Tower didn't respond. The aircraft began the takeoff roll. I realized that I had good spacing and was told to go around the right side of the runway. I considered that if I went around it would create a hazard in that my aircraft was twice as fast as the departing aircraft. I said 'unable' and was told to go around the right side. I performed my go-around and over took the aircraft on his right side while he was upwind. This presented a situation wherein the upwind (low wing aircraft couldn't see me) I stayed low until I was clear then climbed to pattern altitude.




Synopsis: The pilot of a Cessna 421 reported a near-mid-air-collision with a PA-28 during an ATC advised go-around due to a delayed takeoff event.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: FAA ASI (Aviation Safety Inspector) requests jumpseat ride to an international destination. He is an avionics tech attempting to enroute check us for a free ride to an international destination. ASI inspector is sporting a beard/goatee. I informed him of the FOM (Flight Operations Manual) and explained the grooming code of conduct. I asked him to take a seat in back. He refused. My FO and I were then directly threatened with losing our licenses to fly. He said 'The last pilot that attempted to have him removed had his license revoked by the FAA and never flew again.' I immediately called for Supervisor help.  We were being threatened at a high level. The Supervisor came to our support and we both sincerely appreciate his efforts. He suggested complete removal. We had a choice. Either the ASI leaves; we leave or the ASI moves to a seat in back. At this point we were pushing CCO (Crew Critical Offtime) times and if we removed the ASI from the airplane both I and my FO would have to follow protocol and file reports before departure to protect us. This would have cancelled the flight and caused a huge disruption to our operation. At this point the distraction and disruption was elevated high enough to walk off. My FO and I decided the easiest and quickest recovery of the operation was to seat the ASI in the back and go. The ASI called his supervisor who confirmed leaving the cockpit and take a seat in the cabin. The ASI delayed our flight by having to go on to the ramp to find a signal for his cell phone to get hold of his office. No crewmember should EVER be threatened like this from an ASI. This was blatant disregard for our FOM and Captain authority.




Synopsis: An air carrier Captain reported refusing an FAA Air Safety Inspector's request for a jumpseat because his facial hair violated the company grooming code. The Inspector threatened the crew with license revocation; but a Supervisor verified the crew's actions and allowed the Inspector in the cabin.