elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Preflight briefing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I'm not 100% sure if it was this flight or a previous trip. NAT track was planned and flown north of 68 degrees without supplemental oxygen on board as required by regulation.




Synopsis: B777 First Officer reports flying north of 68 degrees north on a NAT Track without supplemental oxygen; as required by regulation.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Magneto/Distributor
Component problem: Failed; Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a time-building VFR training flight. Along with the student and myself; the instructor; my [X] year old son was riding along in the back to total 3 souls on board. We were at 5;500 feet MSL. The engine appeared to be losing power. I advanced the throttle thinking it was due to the student struggling to maintain altitude. Shortly after I advanced the throttle I felt a knocking in my feet from the engine. I decided at that moment we would turn around and head for the nearest airport or landing strip. During the turn the power loss became significant. I then proceeded to trouble shoot the problem by executing our engine abnormality procedures. During the procedure I realized it was most likely a magneto malfunction and knew we would need to land immediately. We were already looking for safe places to put the airplane down. We decided on an unnamed gravel road east north east of [a highway].We executed an off airport landing without incident. There were no injuries to the souls on board nor was there damage to the aircraft. We made arrangements with the owner and the mechanic to come out and trouble shoot the issue and try and get the plane back in the air. During our wait the local police came and provided assistance to keep pedestrians and vehicles away from the airplane while we were waiting.Once the mechanic and the owner arrived we eliminated the possible issues one by one. It ended up being an issue with the magnetos. They had a spare magneto on hand replaced the malfunctioning it and flew back to the airport without further incident.




Synopsis: C172 flight instructor reported a magneto failure and landing off-airport.
Date: 201604
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: IMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying to DFW on the KLNDR arrival. Normal step down and speed restriction caused the crew to configure earlier than usual; so we were slowed to 170 (or slower) upon localizer intercept. We were cleared the approach and established on course and glide path; but in the clouds; when the Controller gave us vectors off the final approach course. He said to expect vectors back on course for the visual once we were below the clouds and we had spacing on the [widebody aircraft] in front of us; I think less than 5 miles. I stated that I didn't like that idea as we were still in the clouds. We did break out of the clouds and the Captain and I discussed if we should continue. He then asked to be broken off the approach; and we were given a climb and left turn. This occurred at approximately 2;000-2;500 feet. I performed a soft go; with throttles to TOGA and then back to FLEX/MCT to start the climb. I called for go around flaps; and they were raised to 3; then the gear was raised. The Controller told us to climb to 3;000 feet.Somewhere around this time; the airspeed started to decrease lower than expected and the Captain stated disengage auto throttles; which I did. I also turned off autopilot to reduce mixed automation. The flaps were raised on schedule and we were given another climb to 5;000. Prior to reaching 5;000; the Controller told us to descend to 3;000 and gave us a left turn; the autopilot was reengaged about this time. Then we received another left turn and were told to intercept the localizer course. We were cleared down to 2;500 feet and cleared the approach. APPR was selected and we intercepted the LOC and GS and started down. Configuration was normal; but at some point; the auto throttles went [to] go around mode and the engines spooled up while in flaps full configuration.When I heard this; I noticed the speed increased into the red band; I again disconnected the auto throttles. The Captain moved the flaps from full to 3. We re-established correct speed with manual thrust and reset flaps to full. All this occurred at approximately 2;000 MSL; so we were on speed; fully configured by 1;000 AGL. Full flaps max; 177; max speed observed; approximately 182.




Synopsis: A319 First Officer reported exceeding maximum speed following a high workload approach and go-around.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet CL65; 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
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A CRJ was on route; southwest bound on J6 and was traffic with a north bound aircraft at FL360. The RADAR controller was shown this conflict via URET. Due to Tech Center issues; the SIA (System Information Area) was down and all in-trail spacing was being posted manually by the D-Sides. As this was happening the R-Side descended the CRJ to FL340 overlooking the fact the Embraer was in close proximity at FL350 northbound. By the time the R-Side realized his error; separation had already been lost. RADAR simply got complacent and overlooked known traffic.




Synopsis: Enroute Controller assigned a D-Side witnessed a loss of separation when the RADAR Controller reportedly overlooked known traffic.
Date: 201908
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: Came back from break to relieve controller working [two combined sectors]. Traffic was moderate with work to be done so I plugged in as coordination with Vancouver Controller was taking finishing. Controller finished work needed to be taken care of so time could be allowed for and uninterrupted briefing could take place. Upon completion of the briefing I accepted the sector and began working and by this point traffic was building from a moderate pace to a heavy and busy workload. As the Controller was leaving the sector a D side (Radar Assist) was placed on the sector due to the rise in traffic and business. I can't recall but I don't think I heard the coordination with Vancouver regarding Aircraft X nor did I hear if the relieved controller giving the D side a briefing said anything about Aircraft X. Once I was working I heard the D side trying to get communications on Aircraft X realizing that the altitude was below the MIA of 11500 ft. Due to the mountainous terrain I was unable to reach the Aircraft X on the main or BUEC (Backup Emergency Communications) frequency. I decided to relay using a commercial jet off of Vancouver. The relay was successful and Aircraft X was able to climb out of the MIA to 13000 ft. Communication and Radar was re-established. During initial coordination with Vancouver no altitude was given to the Controller prior to me assuming the sector.




Synopsis: ZSE Controller reported an aircraft flying below the Minimum IFR Altitude after relieving another controller.
Date: 201812
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: IMC
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 CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Workload; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I was the Pilot Flying doing the BANKR2 STAR into CLT. Because of the very steep descent profile and little distance to make altitude restrictions; the aircraft increased speed beyond published speed restriction of 250 knots after DEBBT. In trying to make restriction; I did not inform the Pilot Not Flying to tell ATC of our inability to do both; slow and make altitude restriction. The BANKR2 STAR is poorly designed and very difficult for aircraft to fly as published in VNAV. The altitude restrictions are too many and varied; short distances between waypoints and unrealistic speed restrictions. We were given a more achievable STAR initially and then offered the BANKR2. I should have looked at it carefully and seen the possibility of difficulty making the restrictions. Won't do this STAR again in its present form.




Synopsis: B737 pilot reported their aircraft was unable to meet altitude and speed restrictions published on the CLT BANKR2 STAR.
Date: 201809
Local time of day: 1201-1800
Location: KZAK.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: Rain
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E KZAK
ATC / advisory: Center KZAK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Following second missed approach due to weather climbed to VMC below FL055 in TKK. [Another flight] was holding in the high altitude above TKK; but we did not know what altitude they were holding at. Leveled below and preceded NW to ZZZ due to fuel concerns. Tried contacting KZAK (Oakland Oceanic) on CPDLC....no answer. Tried breaking into SFO radio on HF....no luck. Tried contacting both KZAK and SFO radio via SATCOM...no luck. KZAK would not answer SATCOM call....rang over 30 times. KZAK would not answer EMERGENCY SATCOM call....rang over 30 times. Started to climb to higher altitude VMC; all while trying to contact for clearance. Leveled at FL245 while maintaining VMC. Finally was able to break into SFO radio's reading of SIGMETS to multiple flight by declaring PAN; PAN; PAN. Was unable to coordinate altitude de-confliction with [other flight] on both 123.45; and 121.5; but did observe them on the TCAS well above our altitude. Received clearance from SFO radio after almost 5-10 minute further delay after contact. [Dispatch] was not verbally contacted following the flight. [Dispatch] was contacted via ACARS.




Synopsis: Air Carrier Captain reported difficulties with weather and ATC communications resulting in a diversion.
Date: 201312
Local time of day: 1201-1800
Location: CLT.TRACON, NC
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in route to the Charlotte area from the south in Cessna 172 when we encountered an electrical failure shortly after takeoff. I immediately set the transponder to 7600 and continuously tried communicating with nearby towers and approach controls with my handheld radio; but did not receive a reply. Since the electrical failure disabled our Mode C transponder I knew that we could not land at our destination airport due to the Mode C veil of Charlotte B airspace in which it is located. To avoid Charlotte Class B airspace we were en route to land outside the veil to have the electric fixed and the engine looked at the following day. About 20 miles south/east of that destination the engine started making funny noises and started stuttering. I turned the master switch back on which I had turned off to prevent potential electrical fires and to conserve the battery; declared an emergency by setting the transponder to 7700 and broadcasted it on 121.5 on my handheld and proceeded direct towards my original destination flying through the Mode C veil. We landed safely [without] engine failure.




Synopsis: C172 pilot experiences electrical failure shortly after takeoff and elects to continue to an alternate destination. Enroute the engine begins to run rough and the decision is made to divert to the original destination beneath Class B airspace.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 60
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had good communications on the ground with Ground Control; taxi; Tower and through first part [of the] departure. Radio started to get weak and unreadable. Center said to turn back toward our departure airport due to unreadable transmissions. Went over to the Tower and was told to click twice if I understood his instructions which I did. [I] was told right downwind clear to land. As we started down we were still trying to find out what was going on with electric when [the] pilot flying reset [a] generator and got some power restored. [I] was asked to click twice if I had a major problem which I did not at that point. Pilot flying started descent to land. After landing we got all power restored; and pilot flying reset all generators and radios worked. As a foot note; we had no indication that any electric problem had occurred before or during takeoff. No caution lights or emergency lights. After both generators had been reset; red emergency light came ON and I reset it on the ground. It was [as] if we were on a weak discharging battery; as the flight went on [and] radios became unreadable. I could not see the positions of the switches from copilot position. Pilot flying did get power restored before I could get to [the] checklist. After we were on the ground; pilot flying said he was not sure what went on but he was resetting inverters and generators to get power restored. Good job.




Synopsis: A CE550 electrical system malfunctioned without flight station annunciations but after ATC reported weak and failing communicaitons the crew returned to the departure airport where generator and inverter resets restored normal electrical operations.
Date: 201901
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon pushback of flight; I was instructed to wait for the [aircraft] in tow and proceed to push into the Y after that. The [aircraft] in tow went by; I started to push; and [another] was coming by at a high rate of taxi speed. I had to hit the brakes in order to avoid a collision.




Synopsis: Tug driver reported a ground conflict during pushback with an aircraft taxiing at a high rate of speed.
Date: 202109
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: UN3373 Biological Hazmat accepted through the corporate process is bypassing the load planning communication.




Synopsis: Air carrier ground personnel reported Hazmat cargo accepted for air shipment via the corporate process is bypassing load planning communication.
Date: 201201
Local time of day: 0601-1200
Location: ASE.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Global Express (BD700)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D ASE
ATC / advisory: Tower ASE
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: Fatigue/Bad decisions: We left South America for Aspen with a Customs/fuel stop in Texas; on arrival at Aspen our block time was 13:00 hours and our duty time was 16:00 hours. Aspen's weather was a concern as TAF showed possibilities of low ceilings and visibility and snow. We were due back in Texas for maintenance the same day. On arrival ATIS W was 170/25G36 10 miles 80 broken 6/-4 29.74. ATIS W remained for our departure; winds were stable from the south; not shifting as usual for Aspen which made a northwest departure not possible. I proceeded to agree to the signed waiver to be able to depart to the southeast as reported ceiling was 8;000 broken and we could see the tops of the mountains around Aspen. I decided to take off Runway 15 and climb visually straight ahead and turn to LINDZ as per clearance. This was second or third wrong decision as I should have made a climbing left turn to LINDZ due to lower terrain to the east. At about 300 FT above the mountains we entered a solid cloud layer; around 12;000 and came out on top at around 14;500. Being the MSA in the quadrant 15;700 and seeing yellow in the EGPWS about 4 miles ahead I became concerned those few seconds as to terrain clearance and unable to maintain VFR until established on the IFR departure track. In hindsight I should have delayed departure until wind shifted or better still delayed maintenance for a day or two.




Synopsis: BD700 First Officer describes a visual departure from Runway 15 at ASE with a right turn out that does not remain visual until above the terrain. The departure was a ferry flight and occurred after being on duty for over 16 hours.