elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Dusk
Aircraft: Cessna 340/340A
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Confusion; Fatigue
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was returning home solo in the aircraft from recurrent flight training for the Challenger 300. I had finished up the last simulator session around XA:30 and headed to get the Cessna 340 fueled and preflighted and ready to go. I took off around XC and was in contact with Center climbing to altitude. They cleared me to maintain 8;000 feet and to expect a higher altitude shortly. I turned on the autopilot around 7;000 feet on the climb and was busy syncing the throttles and prop levers. As I was climbing ATC queried what my assigned altitude was. I checked my altimeter and noticed I had climbed through 8;000 feet and was around 8;700 feet at that point. I responded to ATC with 8;000 feet and they asked what altitude I was at. I turned off the auto pilot and had began to descend back down to 8;000 feet at that point and responded that I was coming back down to 8;000 feet. I returned to 8;000 ft and ATC didn't say anything more about it. After a few minutes they cleared me higher and I completed the flight uneventfully. Looking back; there were several contributing causes that allowed this deviation to happen. First; I had been in training all week and had just completed a simulator session and was tired mentally from that. Second; the Challenger 300 has an altitude pre-selector and altitude alert-er; while the Cessna 340 does not. Lastly; I was ready to get home after a long week at training. I could have avoided this altitude deviation by recognizing I was tired and possible stayed the night; got some sleep; and left the next morning more refreshed. However; I wanted to get home and so I took off in a hurry and tired; not the best combination. Also; being in the Challenger sim all week I was used to setting and altitude in the pre-selector and having the altitude alerter let me know I was 1;000 feet from my assigned altitude and leveling off at the pre-set altitude. In my head; since I hadn't heard any alerts from the Cessna 340 I neglected to pay attention to my altitude and blew right through it. In conclusion; trying to rely on automation that wasn't there; being mentally tired; and in a hurry to get home led to this altitude deviation.




Synopsis: The pilot overshot an assigned altitude due to fatigue and automation dependency.
Date: 201406
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: Center ZLA; TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: There was no report on if this problem had been written up before or if the leak developed after the 'A' check. Continuing to destination was an option.Weather had gone below VMC at LAX and SoCal was busy on the radio creating greater separation for the flights arriving at LAX. While descending to FL240 in a holding pattern at JLI; we were cleared to proceed direct to JLI to fly the VISTA 2 Arrival; cross CYNDE at 12;000 and continue via the VISTA 2 Arrival. We had programmed the expected altitudes in the FMC and mistakenly interpreted the ATC clearance as to; 'Cross CYNDE at 12;000 and descend VIA the VISTA Arrival.' During the descent to 12;000; we were handed off to SoCal; and I believe I reported that we were [descending] to cross CYNDE at 12;000 and continue via the VISTA 2 Arrival. Since we were in VNAV PATH; we mistakenly put the last expected altitude in the Altitude Window (7;000) and after crossing CYNDE; we continued on the VNAV path; below 12;000. About 11;600 FT SoCal asked what our altitude clearance was. We replied; to cross CYNDE at 12;000 and descend via the VISTA. SoCal replied; 'Descend and maintain 10;000.'  About a minute later; SoCal advised the VISTA Arrival only has expected altitudes and we were not cleared to ''descend' VIA the VISTA Arrival.'  SoCal said no loss of separation occurred and no paperwork was being filed by them. When briefing arrival and approaches [I will] make a distinction between published altitudes and expected altitudes. When expected altitudes exist on the arrival; I won't mistake them for published altitudes.




Synopsis: A B737NG flight crew misinterpreted Center's clearance to '...leave a holding pattern direct to JLI and continue via the VISTA STAR; cross CYNDE at 12;000 FT to mean 'descend via' the STAR. Shortly after passing CYNDE and continuing their descent ATC advised that all altitudes on the STAR were 'expect to cross' and they had not been cleared below 12;000.
Date: 201404
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Staffing
Primary problem: Ambiguous

Narrative: I was missing catering supplies and had a fully boarded aircraft and could not notify anyone to call catering as we were at FAA minimums and I could not step off the aircraft. When the pilots got settled I asked them to please call and see if they could get me the missing service items. Shortly thereafter the agent came down with final paperwork and asked if we were ready to close up. I told her the pilots just boarded and I am waiting for some supplies to be boarded. From the jetway phone the agent called Operations and then called Inflight department to tell them we were not ready for departure. The Inflight Supervisor requested to speak with me; the Purser; concerning the delay. I told the agent to tell the Supervisor I am unable to leave the aircraft while passengers are onboard unless it was for a safety related issue. Again the agent told me the Inflight Supervisor wanted to speak with me. I again reiterated that I am unable to leave the aircraft.  This went on for 3 times. She finally said your Supervisor is demanding to speak with you. I stepped off the airplane to take the Supervisor's call. I informed the Supervisor that by requiring I take the phone call I am now in violation of an FAR because we were staffed at FAA minimums. I was expected to violate a FAR because the Supervisor had to tell me that I was not to delay the flight for catering issues. I reminded him my place was onboard the aircraft and I quickly hung up and got back onboard.




Synopsis: With pilots not aboard and the aircraft fully boarded; Purser describes inability to use jetway phone to call catering for missing supplies. Gate Agent is advised at door closure that catering needs to be contacted. A Supervisor demands to speak to the Purser on the jetway phone; and not delay the flight; in violation of FAR's.
Date: 201307
Local time of day: 0001-0600
Location: ZMA.ARTCC, FL
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flying into FLL in the FISEL 5; I was the pilot flying. We were given a descent to cross FATHR at 24;000 FT. I started down to meet the restriction from cruise altitude at an appropriate time and distance. While descending through approximately 30;000 FT; Miami Center said to expedite through 27;000 FT with no mention of any traffic conflict. At about 29;000 FT; Miami told us to 'just level off.' I stopped the descent. Shortly after that; TCAS produced a TA about 7-800 FT below us and to right; climbing up at us. ATC still gave us no mention of any traffic and just when the Captain was about to ask we got a corrective RA to climb. I followed the RA guidance which was to climb at approximately 1;500 FPM and the Captain now called ATC and said we were in a TCAS climb. Miami said we also should start a left turn; which I did. Closest point of contact I observed was the intruder 200 FT below us. I was unsure of how far the lateral distance was since neither the Captain nor I could recall what range scale we were in. Eventually we climbed to over 31;000 FT to avoid the intruder and turned at least 30-40 degrees off course. Miami Center said the aircraft was an A320 on another frequency. The whole maneuver was very disconcerting since ATC didn't seem to have any idea of what was going on and no good guidance for us to avoid the threat. Thank goodness for TCAS and good training and a great Captain.




Synopsis: Air Carrier inbound to FLL described a conflict event apparently caused by an ATC separation error.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff FO noticed primary trim was inoperative (yoke). Engaged autopilot and secondary trim inoperative. Disconnected autopilot followed QRH procedure for Stab Trim Inoperative. Manual trim OK. Returned to the departure airport to land overweight. Landed uneventfully.


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


Synopsis: A B737-800 primary and secondary stab trim failed after takeoff; manual trim was operational. The crew completed the QRH and returned to the departure airport for an uneventful landing.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 3
Light: Daylight
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Door
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Prior to flight the aircraft was loaded outside in a heavy rain storm. My passengers loaded their baggage in the nose luggage compartment and closed the door. I told them that I would confirm that the door was closed. I normally walk around the entire aircraft prior to taxi and verify that the baggage doors are closed and locked. In this case because of the weather I got out of my normal sequence and did not check the doors. I taxied the active runway; received my IFR clearance; and received permission to take off. I accelerated down the runway to 98 kts and upon rotation the left nose baggage door popped open and I saw a small suitcase fly out of the aircraft. The suitcase seemed that it has missed both the propeller and airframe as it flew out. There was not enough runway left to stop. I climbed out straight ahead and let the tower know that I had an open baggage door and that I would like to return to the airport for landing. I entered left traffic for runway XX. The tower told me that the suitcase was on the runway and that they would send out a truck to clear the runway. I was told that the runway was clear as I completed my downwind leg and was given clearance to land. The landing was uneventful. After landing I did a complete inspection of the aircraft and observed no damage. The suitcase was recovered with only a few scuffs.Every flight needs the same prefight routine regardless of weather or passenger actions. In this case I got out of my routine because of the confusion of loading the airplane in a rain storm. Slow down and stay focused.




Synopsis: CE425 pilot reported returning to the departure airport after the nose cargo compartment opened during takeoff and a suitcase fell out.
Date: 201305
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower PHL
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was acting as pilot monitoring on routine revenue flight.  Flight proceeded uneventfully in perfect VFR weather to  destination.  Approach proceeded normally under manual flying without autopilot engaged until the landing flare.  As the plane flared for landing the Captain seemed to struggle with control yoke and made a verbal exclamation.  Immediately afterwards the aircraft landed normally.  During rollout as the Captain transferred to the nose wheel steering tiller; he asked me to take the control yoke and try to deflect it to the left.  At about 15-20 degrees of control deflection to the left; the yoke felt jammed.  I tried successive and repeated movements back to the right and then back to the left.  Each time the yoke felt jammed in the same spot but each time the jam felt softer.  Eventually I used more  force; approximately 15-20 lbs; and yoke seemed to break free.  Subsequent movements of the yoke eventually caused the jam to disappear altogether.  The flight arrived at the gate at which time Maintenance Control was advised.  The aircraft was then inspected and approved for ferry.  The ferry flight proceeded normally and arrived without incident.




Synopsis: DHC8-100 First Officer is informed by the Captain during landing of jammed ailerons in the left wing down direction.  The First Officer is asked to try it for himself and initially feels resistance when rolling to the left but repeated attempts result in the resistance disappearing.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Received a call from Ramp 5 minutes prior to departure for an air check of a Live Animal. In reviewing the load; I noticed Hazmat (non-flammable/non-toxic gas) loaded Pit 6 with the animal and no bags. I informed the person that there needed to be minimum 15 bags securing the Hazmat. He said he would change the location on [the load plan] to Pit 4 where there were plenty [of] bags. I advised the Lead that it was illegal; and the Hazmat shipment must be physically moved and secured by the bags; not just shown in the pit. He acknowledged. My Supervisor overheard and I notified him of the nature of the call and called ZZZ for an audit. Their findings were as follows: Pits 2-3 EMPTY; Pit 4 - 44 Bags; Pit 5 - 30 Bags to include a stroller and the Cat at 23 pounds; Pit 6 - The cargo shipment (Hazmat) only; unsecured. In addition; the pit procedures for an Airbus 319 were not followed; for most bags were scanned into 4 as if it was an A320.




Synopsis: Air carrier Load Planner reported Hazmat document errors resulting in Hazmat cargo incorrectly configured for air transport.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Distraction; Confusion; Workload; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related; Airport
Primary problem: Human Factors

Narrative: I departed my home airport and was practicing landings at two different nearby airports. The day before I was endorsed to fly solo at these two airports. The winds were from 200 at 8 knots. The sky was clear and +10 visibility. Altimeter 30.01 temp/dew point 13/M3. There were two aircraft waiting to depart Runway 30. I selected Runway 17 with a 30 degree crosswind. I overflew the airport and entered on 45 left downwind for Runway 17. The pattern took me over the lake. On final approach; I was too high and decided to go around. On the next attempt; I was lower but had to drop more altitude on final approach. I was carrying extra airspeed and floated down the runway. When the aircraft touched down I did not retract the flaps immediately so I had little braking. The tires skidded and I was unable to stop before crossing the runway end. The propeller tip struck an end marker and the right main gear cover was dented by the marker. After the propeller strike; I taxied to the tees and called my instructor. I left the aircraft parked there.The propeller was inspected the next day and pictures were sent to the Mechanic. The nick in the propeller was dressed in the field as authorized by the Mechanic and the aircraft was ferried back. Because the traffic pattern goes over the lake; I believe that I tended to stay too high and was too high on final approach. At this point; I should have gone around and landed on another runway with an 80 degree crosswind or opted to return to my home airport. I should have realized that this runway was beyond my skill level.Since this; I have flown again with my instructor with emphasis on short field landings. After more practice I will return to this outlying field with my instructor and land multiple times on Runway 17.




Synopsis: A C-172 student pilot landing at an outlying field misjudged his altitude; landed long in a crosswind and overran the runway's where the propeller struck an end marker. After a propeller dressing the aircraft was flown to the home airport.
Date: 201508
Local time of day: 0601-1200
Location: STP.Airport, MN
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower STP
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Environment - Non Weather Related

Narrative: Departing runway 14 from St. Paul (KSTP) we had a bird strike during the takeoff roll. After being cleared for takeoff; we took the runway and commenced the takeoff roll. At 60 knots the PM (Pilot Monitoring) called 'power set'; followed then by the call '80 knots'. At that moment I noticed a bald eagle coming at us from the right; only a few meters from the nose. I stated 'bird' and attempted to steer the aircraft slightly to the left. The eagle continued toward our aircraft and flew under the nose. At approximately 90 knots the PM called 'abort' at the same time I had pulled the throttles back to idle and deployed the thrust reversers. The PM then deployed the speed brakes as a backup to the abort procedures. The aircraft was brought to a slow speed and we cleared the runway at taxiway A2. During post flight it was discovered that the eagle had struck our nose gear; then the left leading edge wing root followed by the lower left engine cowl. [Maintenance Control] was advised and immediately cleared the bird remains from runway 14; and we met with the USDA back in our hangar before departing with another aircraft to complete the mission.


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


Synopsis: A flight crew reported that their aircraft was struck by an eagle during the takeoff roll. The takeoff was successfully rejected and the aircraft returned to the hangar for damage assessment.