elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight arrived with a write-up on the right engine electric generator. The generator had a history of tripping in flight. The write-up indicated the generator disconnected at the top of descent. Maintenance MEL'd the generator and followed procedures to operate the flight with the APU generator. Included in the procedure was running the right engine on the ground to disconnect the generator and verifying the HMG [hydraulic generator] was operating properly. The flight took off and climbed to cruise normally. Shortly after level off the APU auto-shutdown with a FAULT light and refill showing on the APU [oil] quantity. We followed the APU FAULT procedure and ended up turning off the APU switch. Then we ran the GEN OFF procedure which directed us to land at the nearest suitable airport. We called Dispatch and were told we could go to either airport. They volunteered to coordinate with ATC and operations. We declared an emergency and were given direct routing to the first fix on the ILS. First; (the Captain) flew the airplane while the First Officer and Relief Pilot coordinated with the flight attendants and made announcements to the passengers. The Relief Pilot also used the SATCOM to do some more coordinating with the Dispatcher. We worked through the performance implications of an overweight landing and determined we could land safely. The landing was smooth and the break temperatures never exceeded. Second; emergency trucks followed us to the gate and came on board to make sure everything was OK. We then worked with the ground agents to take care of the passengers. The mechanic found the APU generator had cracked and was leaking oil at a fast rate. After an hour of troubleshooting the flight was cancelled and the passengers and crew deplaned for customs clearance and transportation to hotels. Very good CRM with the cockpit crew; the flight attendants did their jobs well. ATC was terrific giving us the clearances we needed to expedite our arrival. We did have some trouble communicating with dispatch. The Dispatcher seemed confused and was not very helpful. The problem may have been the SATCOM.




Synopsis: B757 Captain reports being dispatched with an inoperative engine driven generator and the APU generator providing the second source of electrical power. After level off the APU shuts down due to oil loss and the flight diverts to the nearest suitable airport.
Date: 201512
Local time of day: 0601-1200
Location: MIA.Airport, FL
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Set up for runway 12 ILS; ATC changed us to runway 9 and cleared us to intercept final and cross HODLE at 3000 ft. I initially set up ILS LOC for runway 9 in the box and the aircraft was intercepting. I started to set in the RNAV (GPS) 9 in the box while descending then the first officer took over to set the approach up. When it was inserted the autopilot disconnected. I flew the airplane manually. I continued to descend and received a low altitude alert at that time I went to toga and back to climb to level then flew manually to touchdown. When I went to toga a container in the galley fell down and hit the floor. Upon arrival the flight attendant said I did not give the prepare pa which was missed because I was making my first runway change and getting prepared for that. My worst day flying ever! Should have asked for a vector to get more time for preparation. Should have gone around the moment things didn't look right. Should have asked for our expected approach to allow more prep rather than anticipating and being wrong. Should make the prepare PA more ahead of time so it doesn't get overlooked.




Synopsis: A319 Captain reported receiving a terrain warning while changing the FMGC from ILS Runway 12 to the RNAV Runway 9. TOGA thrust is used momentarily to recover and an object is heard falling onto the ground in the galley. The approach is continued to landing. A Flight Attendant stated that no prepare for landing PA was ever given.
Date: 201412
Local time of day: 0001-0600
Location: ZJX.ARTCC, FL
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
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: Communication Breakdown; Distraction; Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working Sector 78/87; when a handoff for Aircraft X was initiated to me from Sector 16/86.  The aircraft was at FL370 direct to SWL from the Gulf of Mexico vicinity.  I noticed first that the aircraft was wrong for flight [altitude] coming to my sector from 16/86 and second it's route of flight took the aircraft across my Tampa and Orlando landing traffic; and not routed over TAY and points beyond via the SOP between our sectors. I was working moderate traffic and elected to complete a couple time sensitive clearances; while I waited for an APPREQ from sector 16/86. After it was apparent the APPREQ was not going to occur I called sector 16/86 and asked that Aircraft X be routed over TAY..SWL for my traffic.  The controller acknowledged me and I hung up the landline.  Then from across the room; the controller at 16/86 decided to complain that; I made him turn the aircraft and not let him have his 'Shortcut'.  This Controller continued to heckle and disrespect me and my abilities from across the areas.  I recommend some sort of disciplinary actions be brought back into the facilities.  It has become apparent since the reporting program has started and the FAA has turned away from a blame culture; that some controllers use this as an excuse to not follow SOP/LOA/7110.65. Their belief is they will not be punished as long as 'Nobody dies'. They don't care how their actions affect the flow of traffic for other controllers around them. I believe if a person has fear of consequence and respect for this career they would be more obliged to follow the rules and work with their fellow controllers.  I also find that many of these controllers that feel they don't need to follow the 'Rules' implement bully tactics in the work areas to try and intimidate people and distract from the fact they are not doing their job correctly.




Synopsis: ZJX controller describes lack of coordination and following of SOPs that make his job harder.
Date: 201209
Location: IAD.Airport, DC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: We were filed via the RNLDI1 departure. The 'revised segment' showed the RNLDI1 departure. The 'remarks' showed the Capital 8 departure. We queried ATC. They said the Capital 8 part was a mistake caused by 'fat fingers.' There is also a NOTAM out for the RNLDI1 departure that basically says to disregard the chart and do whatever ATC tells you to do; which further confuses the situation. How does stuff like this get published? Is anyone in ATC responsible for quality control?




Synopsis: An air carrier First Officer expressed dismay at the confusing content of his PDC airways clearance.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: Traffic volume was beginning to slow after a departure and arrival push with weather to the west of the airport. I had two IFR departures left to depart with two aircraft on final.  Local Control 2 had landed a Aircraft X and was waiting in between the runways; on taxiway Golf; to cross Runway 16R for after two departures. We coordinated the crossing to occur after the Aircraft Y departure about 3 minutes prior. The IFR Aircraft Y was at rotation passing Taxiway Foxtrot and the first final Cherokee was on a 1 mile final when Aircraft X requested a right downwind departure. I scanned the runway and cleared the Aircraft Z for takeoff without delay traffic on a 1 mile final. I was alerted to the crossing when the bonanza was crossing the hold bars and gave alternate instructions to cross Runway 16R and hold short of Runway 16L. Aircraft Z did not take the instructions and continued to maneuver for takeoff Runway 16R and I cancelled takeoff clearance and instructed Aircraft Z to turn right at taxiway Delta; in which they complied. When I was scanning the aircraft at Golf was not visible. Taxiway Golf is blocked by the Radar screen and the support beams for the tower. I was trying to hit a departure hole between the arrival and departure to not delay the Aircraft Z to have to wait for the aircraft on 4.5 mile final.Cross Aircraft Z to depart Runway 16L. Move Local Control 1 and Local Control 2 to different positions to eliminate blind spots.




Synopsis: An aircraft was instructed to hold short of a runway. The aircraft disregarded the instruction and entered the runway. The controller's views toward that particular direction are blocked by a radar display and support beams causing a delay in the Controller noticing the runway incursion.
Date: 201511
Location: SAN.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Human factors: Situational Awareness; Workload; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were level FL300 outside of IMP. We received the LYNDI 4 star from LA center. Captain was flying he gave me the aircraft to program the FMC. We received a clearance to cross IMP at FL240. The Captain programmed the FMC I set the MCP. We received descent instruction to 10000 ft and programmed the MCP to 10000 ft on the STAR JACKK is 12000B 10000A based on this information and absent of a descend now clearance we believed we were on the correct path for the approach. Then ATC called and ask why we haven't descended having been cleared to 10000 we told him we understood we were cleared the arrival he said no we were not cleared the arrival descend now I hit FLCH; pulled the power back and pulled full speed brakes. In the descent we received a TA from an aircraft 8000 ft below us. We received a clearance to cross JACKK at 10000 ft. We were level 26-25 miles before JACKK. Corrective action have the company file for the arrival before the dep. We as pilots could ask the controller and not assume we believe to be true and what he believes to be true. It would of only taken one more radio call on are part and both of us would of been on the same page. Next time I will double check with center so this won't happen again.




Synopsis: Flight crew flying the SAN LYNDI 4 STAR was cleared to cross IMP at FL240 then cleared to 10;000 ft; but assumed ATC meant JACKK at between 12;000 ft and 10;000 ft. ATC informed them they were not cleared to descend via; just descend. During the high rate descent; the TCAS TA alerted.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost a cylinder coming into ZZZ. Experienced severe engine roughness and a 500 RPM loss with my engine. Notified Tower and requested priority. Landed safely.




Synopsis: Pilot reported a safe landing following an engine cylinder failure in descent.
Date: 202202
Local time of day: 1201-1800
Location: A80.TRACON, GA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: On the CHPPR arrival into ATL; we were close enough behind a 747 that we were able to identify the aircraft type by sight. In the vicinity of HIDRO on the arrival; the aircraft suddenly and abruptly rolled approximately 40 degrees to the left. The autopilot did not disconnect and adequately recovered to wings level so the pilot flying did not disconnect the autopilot but protected the yoke with his hand. I immediately contacted Atlanta Approach and told them we needed an offset. He seemed confused and reluctant; informing us that we were 8 miles in trail. I told him we were experiencing significant wake turbulence due to a 25 kt tailwind and needed a heading. At this point the aircraft rolled again; about 20 degrees to the left. He still told us all he could do was offer a lower altitude; which I refused as it would have had the potential to exacerbate the problem. I told him we needed a heading of either 130 or 180 and nothing else was acceptable; and that it was not a request. He assigned us a heading of 180. After the 747 had flown past our intended flight path we accepted a turn back towards the arrival and the remainder of the flight was uneventful. Wake turbulence from inadequate in trail spacing

Callback: Reporter stated increased spacing would make for a much safer operation.



Synopsis: CRJ-200 Captain reported encountering wake turbulence on arrival into ATL in trail of a B747.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost #2 hydraulic system due to a loss of all hydraulic fluid after takeoff. We ran the QRH; coordinated with dispatch and decided to return. Overweight landing was uneventful. Since we lost steering capability we stopped on the runway and maintenance towed the aircraft to the gate. A write up was made for the hydraulic failure and the overweight landing.




Synopsis: ERJ-190 Flight Crew experienced a number 2 hydraulic system failure due to loss of fluid after takeoff. The crew elected to return to the departure airport for an overweight landing.
Date: 201710
Local time of day: 1201-1800
Location: JRB.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E N90; Special Use NY SFRA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Manuals
Primary problem: Ambiguous

Narrative: I was doing a flight in the New York SFRA Hudson River Exclusion Zone on this date. I had studied the procedures on the NYC TAC VFR Planning Chart on Foreflight. I entered the SFRA to the north of the Alpine Tower and made the required radio calls on the CTAF frequency (123.05). I did the flight at 1200 MSL. Once I arrived at the Statue of Liberty; I made two orbits around it and then proceeded north to exit the SFRA at the Alpine tower. It wasn't until after the flight that I ran across another document online (https://www.faasafety.gov/files/gslac/courses/content/79/775/kneeboard.pdf) that mentioned that there were two types of operations in the SFRA and they each had different altitudes that must be followed. They were classified as:Transient Operations (1;000 up to 1300) - Aircraft transiting the Hudson River Exclusion from end to end without intending to significantly change heading; altitude or airspeed.Local Operations (Surface up to 1000) - Any aircraft within the Hudson River Exclusion that is conducting an operation other than overflying.According to these definitions; I was conducting a 'Local Operation' (due to the fact that I entered and exited at the same point and maneuvered around the Statue) and should have remained below 1000. I thought that by studying the NYC TAC VFR Planning Chart on Foreflight that I had all of the necessary information. If the additional information that I read after the flight was correct; I was flying at the wrong altitude. If this is true; I would like to suggest that a clarification of these altitudes be added to the Planning Chart so as to avoid confusion from others. In the future; I will follow the different altitudes based on my intended type of operation.




Synopsis: GA pilot reported flying at the wrong altitude during a flight flown in the vicinity of the Statue of Liberty. He recommended the NYC TAC VFR Planning Chart be modified to include the FAA altitude restrictions listed on the NY Class B Airspace Hudson River Exclusion SFRA.