elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E A80
ATC / advisory: TRACON A80
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
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: Human Factors

Narrative: While descending on the WINNG 1 RNAV arrival into ATL; ATC issued us a clearance to cross ERRGO intersection at 12;000.  Upon receiving the clearance; I as the PM; set 12;000 into the MCP window.  Both the captain; who was the PF; and I verified the set altitude and verified the restriction programmed in the FMS.  What we failed to notice; however; was that it was not a hard altitude of 12;000 programmed; rather 12000A.  It was set like this because that is the published restriction on the WINNG 1 RNAV arrival.  Both of us discussed the NOTAM to disregard speeds and altitudes on the arrival; but decided rather than go through the arrival and delete all of these; we would leave them in place for descent guidance only and delete them later; as instructed by ATC. Although we identified this threat at the gate; we still failed to trap the erroneous altitude restriction and correct it later when descending into ATL.  Once the aircraft had been in a descent for a short period of time; the PF recognized that the aircraft would be high at the waypoint and almost immediately thereafter saw the error in the FMS.  Using the speed brake to assist in the descent; we also requested relief on the altitude from ATC.  The approach controller to whom we were talking coordinated with the center and gave us relief; by means of a descend and maintain clearance (9;000) just prior to waypoint passage.


Second narrative: I believe that I did not monitor the descent path well enough and should have picked up the vertical deviation earlier; if not my FMC programming error as well. I think that some level of fatigue from two consecutive poor nights of sleep may have contributed. I just did not sleep well in the layover hotels; no particular reason except perhaps having had too much 'fatigue countermeasure' (coffee) during the preceding flying days.


Synopsis: B737 flight crew reported missing a crossing restriction of 12;000 feet due to the restriction having been previously programed by the arrival as 12000A.
Date: 202008
Local time of day: 0601-1200
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke fumes were smelled and confirmed by the First Officer. Captain's EHSI [Electronically generated Horizontal Situation Indicator]/map display shorted out with two bright flashes; then failed. Oxygen masks were donned. Crew communications established. First Officer continued as Pilot Flying. Appropriate QRH checklist were completed. Smoke fumes ceased. Diversion to ZZZ was concurred with Dispatch. Landed without further incident. Fire trucks did an inspection; no damage noted and cleared. I would like to thank my First Officer; Dispatcher; ATC and Fire Department for helping to achieve safe outcome.




Synopsis: B767 Captain reported diverting to departure airport after experiencing EHSI failure.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Night
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was piloting a Diamond DA40 in left closed traffic. There was also another DA40 in the left hand pattern with me. [Another aircraft] flew into the [airport traffic area] and made radio calls declaring he was landing [opposite direction on the same runway we were landing]. Both DA40 pilots advised him there were 2 airplanes in left closed traffic for [the runway in use]. He continued downwind for [the opposite direction] runway. In the meantime I was making a touch and go. I proceeded in the up wind and sidestepped left of the runway to avoid the incoming traffic for [the opposite direction] runway. Suddenly he turned from base to final and we [had] a near-miss. Not sure what this guy was thinking; very careless and reckless.




Synopsis: The pilot of a DA40 experienced a near mid-air collision with another aircraft that turned from base to final in front of him; lining up for landing on the opposite direction runway.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Aircraft component: Nose Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had a student meeting me for a lesson [early in the morning]. My student was running late; so I performed the preflight and got the aircraft ready to fly. It was cold out; so once I pulled the aircraft out I hopped into the aircraft to stay warm and let my student know where I was (newer student) and that the aircraft was ready to fly.He showed up shortly after; and we got ready to go and started up and went on with the lesson. I had left the tow bar on the front of the aircraft nose wheel. I did not notice it or remember it at the time. The tow bar didn't make any noise I could hear as it scraped across the ground; but looking back it did seem a little more difficult to steer than usual; but not enough to raise a flag. Not outside of the realm of possibility for a Cessna in my experience.On takeoff I heard a bump that sounded like a door opening. I looked around; didn't see anything unusual and continued with the lesson. We landed; and as soon as I looked in the back of the aircraft for the bar I immediately knew what happened. I called the Tower; they sent Operations to find the tow bar (it was on the runway); and then I went and told my Chief Pilot. I ordered a new tow bar for the aircraft and maintenance took a look to make sure nothing was damaged. No damage occurred.Factors that I believe led to this:- not getting a great nights rest beforehand- I have a new job as a first officer; so flight instruction is now a side job; lack of consistency in instruction- it was cold; so I rushed my preflight and hopped inside the aircraft to wait for student- inconsistent chain of events (normally my student is with me for preflight)- it was dark; sun was just starting to riseAnalyzing the event:-steering was slightly abnormal; but still maneuverable with nose steering-takeoff I heard an unusual bumpHad I correlated these at the time it would have been evident what had occurred.




Synopsis: A Flight Instructor in a Cessna 172 reported that they took-off with the tow bar still attached.
Date: 201305
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: Marginal
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Confusion; Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Descending via the RAVNN arrival. Looking at the chart the arrival comes from 2 different directions and funnels into one final route. We were coming down the right side flight path (as looking at the chart); every altitude crossing restriction is written below each fix name on the right hand side of the chart for the right hand approach; and the left hand side for the left hand approach except for the OTT fix. It has the name on the right hand side and the crossing restriction on the left. We both looked at the chart and agreed together to descend to 6;000 feet. We missed the crossing at OTT at 9;000 FT. The FMS alerted a message as I descended below 9;000 FT. We quickly corrected but pretty sure altitude showed about 8;600 FT roughly 2.5 miles prior to the OTT fix. We corrected and flew the rest of the STAR.Make the chart clearer. List the crossing restriction directly below the name if the fix is consistent with the other fixes on the same chart. Or on a route that converges on a single point like that from 2 separate directions put the crossing restriction on both the right hand and left hand sides of the fix.


Second narrative: [This report contains no additional information]


Synopsis: An ERJ crew descending on the RAVNN Arrival overshot then climbed back to the 9;000 feet OTT constraint after noticing the altitude constraint and name are reversed from all others on the right flight path.
Date: 201809
Local time of day: 0001-0600
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Human Factors

Narrative: Slide assemblies were removed and placed on jetway floor. At the same time; 5 cleaners showed up to clean the aircraft; and positions may have been disturbed by their traffic. Assemblies were inadvertently re-installed/swapped into wrong positions. Perhaps initiate protocol to prevent cleaners from accessing aircraft while maintenance is being performed (or require them to ask our permission for entry) in cabin/galley areas. Also; perhaps include a sign-off requiring visual confirmation of slide case-to-correct door orientation.


Second narrative: Both FWD door slides were removed and placed in the jetway. At that time there were several appearance techs moving about the jetway and aircraft. With all the people moving in and off the aircraft the slides were inadvertently put in the wrong forward positions. I was contacted by my coworker about the situation. And was informed that the problem was fixed by another AMT.


Synopsis: B737 Maintenance crew reported that the Emergency Door Slides were inadvertently installed on the incorrect door.
Date: 201511
Local time of day: 0001-0600
Aircraft: EMB ERJ 145 ER/LR
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Workload; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 30 minutes before landing; the Captain called me and told me they had an emergency in the cockpit. He said they noticed they were low on hydraulic fluid a little earlier so they were monitoring it but that it kept getting lower. He said we were going to continue on and that he would call me back in a little bit. About 12-15 minutes before landing he called back and said that it was still getting lower; he wasn't anticipating an evacuation but we were going to have fire trucks and paramedics meeting the aircraft and that we would be towed to the gate because they weren't going to have front nose steering. He said to expect some louder noises and maybe more alarms going off in the cockpit. We landed safely and were met by paramedics and towed to the gate.




Synopsis: An EMB-145 Flight Attendant reported an experience communicating with the flight crew during an inflight Hydraulic System malfunction and subsequent landing.
Date: 201201
Local time of day: 0601-1200
Location: DWH.Airport, TX
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower DWH
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: After landing [Runways] 35L I was advised by Tower to exit next taxiway and contact Ground when clear. Unfamiliar with the airport configuration I cleared the runway and continued to taxi as I contacted Ground. When Ground replied I was advised to hold short of [Runway] 17L safety zone I had already crossed into the safety zone as another aircraft was departing [Runway] 35R. The other aircraft passed probably 75 FT overhead. I was then told to contact the Tower and given the phone number. I called the Tower and talked to the Tower Supervisor he was very polite and just advised me from now on to come to a complete stop before contacting Ground and waiting for permission to taxi. I learned to stop and wait for Ground to issue taxi instructions after clearing the runway.




Synopsis: A pilot landed on DWH Runway 35L and did not hold short of the Runway 17L Safety Zone as a departing aircraft flew 75 FT overhead. ATC advised him of his incursion.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
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 Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Automation Overrode Flight Crew; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: At FL400; ATC issued hold instructions at intersection. As FO entered holding instructions into FMC and pushed enter; airspeed bug rolled back to 206 knots. Engines came to flight idle. Disconnected autothrottles and advanced power. Airspeed was at about 240 knots; or about .76 Mach. As the throttles came to idle airspeed began to deteriorate. I advanced the throttles to max power. N1 predictive indicator showed max power (to the chevron.) Speed continued to decrease and N1 stayed between 40 and 50%. I told ATC that we needed to descend 'NOW.' I disconnected the autopilot and started descent. Engines stayed between 40 and 50% until passing through FL370-FL380 and then began to rise; but not to the N1 I wanted via throttle setting or as the predictive N1 indications were calling for. As we regained airspeed I pulled the throttles back and the engines operated normally.




Synopsis: Boeing 737-700 crew; level at FL400; entered holding instructions into FMC and when 'ENTER' was activated the airspeed bug decreased to 206 knots and the engines rolled back to flight idle. Engines were slow to respond to the pilot's manual throttle movement; and did not fully recover to 'normal' operation until FL380-370.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxiing when left brake wouldn't engage; pumped the brakes multiple times; and decided to continue in a forward direction toward grass rather than possibly tipping the plane resulting in the plane running over a light. Plane stopped. Proceeded to get back on taxiway and get back to ZZZ1 constantly engaging the brakes to make sure they were both working; which they did.




Synopsis: C152 pilot reported failure of the normal braking system during taxi and elected to continue straight off the taxiway to avoid striking taxiway lights and was able to regain control of the aircraft and safely return to the ramp.
Date: 202012
Local time of day: 0001-0600
Location: ZID.ARTCC, IN
Aircraft: No Aircraft
Flight phase: Other Holding Pattern
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Laser
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: R-side working Columbus/Pike/Parkersburg airspace; Charleston Approach and Columbus Approach airspace at the same time. Having little effective contigency plan for approach controls shutting down. Working multiple aircraft into unfamiliar airspace with unfamiliar approaches to three airports all within 15-20 miles of each other; while managing holding aircraft; other enroute aircraft and aircraft wanting approaches to airports where we provide approach services. A laser event also occured around the ZZV VOR while this was occuring; with a green laser hitting an aircraft. Luckily no injuries were reported. Have a baseline contingency plan that includes aides for the controller; including LOAs between facilities; suggestions like establishing holding stacks; downstream speed reductions; local best practices used by respective approach controllers; etc. Also; try not to shut down an entire approach control facility during peak traffic times; especially on one of the busiest travel holiday weekends of the year.




Synopsis: ZID Controller reported working two approach airspaces without proper contingency plan or established procedures resulted in airspace and MVA violations.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Training / Qualification
Second reporter function: Trainee; Pilot Flying
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was teaching my student short field landing with touch and go. My student was about to make a hard landing; so I tried to recover with full power. However; it was too late; we made hard contact on the ground and became airborne. While on the downwind; I heard some abnormal sound under my right wing. So I asked the Tower to check my landing gear; and the Tower told me that my right main landing gear was broken and dangling with wire. So I requested for power off soft field landing on runway 29L of Stockton Airport. Then Tower gave us instruction to make low approach only until they have emergency personnel and vehicle ready. So I made few traffic patterns for about 30 minutes and prepared the emergency checklist. After airport personnel finished preparation for emergency landing; I made 2 approaches; 1 for practice for emergency landing; 1 for actual emergency landing. After emergency landing; my student and I evacuated the airplane immediately. I should have used caution while I was teaching my student.


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


Synopsis: PA-28 instructor and student pilot reported damage to the landing gear resulted from a hard landing.