elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1801-2400
Location: RDG.Airport, PA
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E RDG
ATC / advisory: TRACON RDG
Reporter organization: Government
Reporter function: Instructor; Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Distraction; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation 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 Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training a Supervisor at the time the deviation occurred. The trainee was distracted with trying to get the correct call sign typed into a data tag whilst Aircraft X was climbing through his assigned altitude of 4;000 feet. The trainee saw the aircraft climbing but didn't think anything of it because they had gotten rid of the strip and thought they had switched the aircraft to the next facility already which would allow them to continue his climb. Strip marking did not show that they had frequency changed the aircraft. The pilot actually brought attention to the altitude when he asked if he was cleared to 8;000 feet. At this point Aircraft X was at approximately 5;200 feet. The trainee stated no; pointed him out to the affected facility and coordinated with the receiving facility to take the aircraft at 6;000 feet.




Synopsis: RDG Controller conducting on the job training observed an aircraft climbing through their assigned altitude which was not noticed by the Trainee.
Date: 201412
Local time of day: 0001-0600
Location: IAH.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Human factors: Situational Awareness; Confusion; Human-Machine Interface; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: I was the IRO on [this flight]. Arriving into KIAH; the controller cleared our flight to descend via the MSCOT2 RNAV arrival. He subsequently assigned us to fly at 300 KIAS which is 20 knots above the published speed of 280 KIAS on the STAR. The crew flew the arrival in the LNAV/VNAV mode. The controller asked the crew to keep our speed up as long as possible. At MSCOT the aircraft leveled off at 10;000 feet and began slowing to 250 KIAS. The controller immediately queried the crew as to why we were slowing. He stated that he intended for us to keep up our speed till DOMNO due to following traffic. He immediately issued S turn to following traffic. The flying pilot then disconnected the autopilot and continued to descend though 10;000 feet increasing our speed. We were flying 290 down to 8000 feet when we began to slow to 250. There was a lack of communication between ATC and the crew. The ATC controller assumed we would continue to DOMNO before we descended through 10;000 feet and slowed. The crew left the aircraft in VNAV and allowed it to begin slowing at MSCOT. The clearance from ATC to keep our speed up was not definitive. The confusion led to our exceeding 250 knots below 10;000 MSL.


Second narrative: The Captain reminded the controller that we were below 10;000 and needed to be at 250 kts. The controller said; he didn't care and to increase the airspeed. I flew 290 kts; at 9;000 ft. As we were given a lower altitude the controller than slowed my speed below 250kts.


Synopsis: A VHF debate erupted between Approach Control and the flight crew of a B-777 when the controller's request to keep their speed up on the MSCOT RNAV STAR to IAH conflicted with the flight crew's desire to be below 10;000 feet and; thus; at 250 KTS as they approached DOMNO; which is required to be crossed between 10;000 feet and 8;000 feet.
Date: 201508
Local time of day: 1801-2400
Location: SDF.TRACON, KY
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class C SDF
ATC / advisory: TRACON SDF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After checking in with SDF approach; Louisville's most notorious controller answered in his typical high strung and arrogant tone of voice. As is his style; he issues instructions as detailed and fast as humanly possible. I asked him to confirm the altitude and he started yelling louder than he already was at me. He had yelled at my First Officer two nights prior on taxiway B because he wasn't seeing the correct squawk code that we had in our transponder. This guy is well known among all pilots. He acts like a jerk every time we deal with him on the radio.My major issue with this controller is that he is a major distraction to me and every aircrew operating on his frequency. I have been flying for 30 years in aircraft all around the world. He is 'hands down'; the most unprofessional and unsafe controller I have ever encountered. I expressed my concerns to the tower chief a couple of years ago; but this guy has gotten worse. He has an attitude/anger problem that has no place in the safe operation of aircraft. I cannot possibly urge you strongly enough to remove this controller from SDF operations. I do not feel comfortable operating under his direction any longer. A final note: I can promise you I would not tolerate this guy yelling at me in person like he does while hiding behind his ATC microphone. I shouldn't have to put up with him in an airplane either.




Synopsis: Pilot reported of an arrogant Controller that he has complained to the Tower manager about. Reporter then stated he will not put up with his attitude; anger problem anymore.
Date: 202002
Local time of day: 0001-0600
Location: S56.TRACON, UT
Aircraft: Military
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class B SLC
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X; was a SLC arrival from the south crossing over the Oquirrh mountains. He was initially descended to 13;000 ft. I must have confused him when I asked a speed question. I had slower traffic ahead in the downwind so I asked him if when I had him level at 11;000 ft. in about 20 miles would he be able to maintain 210 kts. He said he could and would slow now. I told him I didn't need it yet and would let him know when I did. I was working some other aircraft and coordinating with ZLC for an aircraft that had filed an altitude too low for their route of flight; when I looked back at Aircraft X he was in a 12;700 ft. MVA at 11;100 ft. He was already passed the ridge line and on the edge of the MVA line so I didn't BRASHR him or change his altitude. By the time I could have given low altitude phraseology he was already away from the MVA and above the ones in his area. There was never an MSAW (Minimum Safe Altitude Warning) alert. I will try and be more clear when asking questions like that (about his capabilities at an altitude not currently assigned).




Synopsis: Salt Lake City TRACON Controller reported a military jet had descended below the MVA.
Date: 201410
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Chart Or Publication; Human Factors
Primary problem: Procedure

Narrative: Started descent via the IVANE5 STAR; taken off the STAR twice by ATC and given several speed changes to accommodate spacing into CLT. Clearance then given to cross MAJIC intersection at FL240 at 250 knots; then descend via the IVANE5 STAR. First Officer (FO) was the Pilot Flying. He set up direct to MAJIC intersection in the FMC; then selected managed descent on the FMA; but did not make FL240 a hard altitude per the ATC clearance. We crossed MAJIC at FL260; which was within the constraints published on the IVANE5 STAR; but not as per cleared at FL240.I was task saturated working with a brand new FO (1 month) who had not had many flights since training due to being on reserve. I heard the clearance from Washington Center; acknowledged it and read it back as 'cleared direct MAJIC; cross MAJIC at FL240; 250 knots; then descend via the IVANE5'. I missed cross checking that the FO had [not] put a hard crossing altitude of FL240 at MAJIC intersection.The IVANE5 STAR is very; very problematic. In the short time that I have been back in the left-seat and flying domestic operations; every time without fail; ATC vectors aircraft off of the IVANE5; then back on; then back off again (this could happen as much as several times) with numerous speed changes; then expect the pilot to make every restriction even though they have issued the 'resume the IVANE5 arrival' very late; forcing the pilot to take drastic measures to comply with the STAR restrictions.It will now be my policy that if I have to take drastic measures (e.g. dive the aircraft and or use full speedbrake) to comply with the STAR constraints; I am going to tell ATC 'unable' and let them figure it out.




Synopsis: An A321 flight crew after having been taken off the IVANE STAR to CLT was thence re-cleared direct to MAJIC; cross MAJIC at FL240; then 'descend via' the IVANE arrival.  The crew failed to program and comply with the FL240 'hard crossing' at MAJIC.  Contributing factors were a brand new First Officer; a Captain just returned to the left seat and a very complex STAR.
Date: 202105
Local time of day: 0601-1200
Location: FXE.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Maneuvering
Airspace: Class D FXE; Class E FXE
ATC / advisory: CTAF FXE
Second aircraft: Medium Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I departed from FXE in Aircraft X for a training flight with a CFII that was supposed to consist of commercial maneuvers. I noticed an aircraft about 20-30 feet below me on a collision course with us passing from our left to right. The aircraft looked like some kind of Learjet with wing tip fuel tanks flying northwest bound. The aircraft was not talking on the 123.45 which is the frequency all VFR flights make position reports on within the ALERT AREA A291A.As pilot flying I had to abruptly maneuver away from the aircraft. A few seconds later I contacted FXE Tower to report the incident.




Synopsis: GA pilot reported NMAC during training flight near FXE airport.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Other Skydiving
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Magneto/Distributor
Component problem: Failed; Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; 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 Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a routine; start up; run-up; and takeoff from ZZZ; with 4 tandem sky divers aboard; we climbed to 10;000 feet MSL; I announced to Approach as usual 1 minute prior to jump. Everything went normal the jumpers jumped out of the plane and nothing happened until the descent. I was circling ZZZ to keep the jumpers in sight because Approach tells me to notify when jumpers are no factor. When I was around 7;000 feet MSL I noticed an abrupt loss of engine power; specifically the manifold pressure gauge decreased close to 0 inches. The engine kept sputtering for a few seconds almost like it was from fuel starvation; but eventually seemed to turn off as if the mags were off when they were still on both. I immediately started my engine failure in flight memory items checklist for a C-182. I either missed or did the magneto check too fast because the engine did not start back up. I informed Approach that I had no engine power; [requested priority handling]; and squawked XXXX. I then executed the forced landing checklist and landed with no power at ZZZ on Runway X; with around 9 gallons aside. When I was on the CTAF and landed; the operator of the plane told me to try turning the plane back on with the left mag only; and the plane turned on as if there was no problem. Shortly after; we had an A&P look at it and decided it was the ground for the right magneto was making the magneto misfire at the wrong time.




Synopsis: C182 pilot reported loss of engine power while circling over an uncontrolled airport.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: MD-80 Series (DC-9-80) 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: Engine Air
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL350 Pressurization Flow light illuminated. Cabin climbing at approximately 300 FPM. Immediately requested and received clearance to FL250; cabin still climbing slightly. Requested and received clearance to FL200; declared emergency to assure expedited descent. Complied with QRH procedures [and] restored pressurization suitable for cruise at FL250. Contacted Dispatch to inform of situation and get updated fuel burn data for flight at FL250. Continued flight uneventfully to destination.




Synopsis: MD80 Captain experiences a Pressurization Flow light at FL350 which results in the cabin altitude slowly climbing. An emergency was declared however the crew was eventually able to stabilize the cabin altitude and continue to destination at FL250.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Citation V/Ultra/Encore (C560)
Operating under: Part 91
Flight phase: Parked
Aircraft component: Engine Oil Seals
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During preflight I noticed streaks of oil on the bottom of the engine cowling; right side. I was informed by a check airman several months earlier about an ongoing oil leak problem with the encore plus fleet. I contacted Maintenance who told me to run the engine 5 minutes and check the level. We ran the engine exactly 5 minutes and upon exit and visual inspection of engine we found a fresh puddle of oil under the engine. I photographed the puddle. Maintenance said to write it up and we went to the hotel. The next day; in the logbook the corrective action read 'observed crew running engine then shutdown. I didn't move the plane and there was no oil on the ground. I ran engines and noted no leaks.' After a call to the Chief Pilot; we re-ran the engine and no leaks were detected. After flying for 3 plus hours; we noticed oil leaking again and I called it in. Maintenance then discovered the fuel control unit seal and the hydraulic pump seal BOTH leaking oil. All of this is documented by pictures from my phone. The company gave me 3 choices of either writing it up now; continuing on or ferry to another location and write it up there. Option 3 seemed to be the worst one and should never be suggested. I decided to do the right thing and write the discrepancy there. When I say there is an oil leak at least open the cowling and look around and please; don't suggest that I am lying about it.




Synopsis: CE560 Captain reports discovering an oil leak during preflight inspection and making a logbook entry. Maintenance was unable to find a leak and signs off on the entry. Upon completion of the next leg the leak is apparent again and another log entry was made.
Date: 201810
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: Marginal
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZNY
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Equipment / Tooling; Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: I was [Relief First Officer] monitoring in Captain seat. First Officer was pilot flying. Captain was on break. We had to deviate around a thunderstorm on NAT (North Atlantic) track. We tried to get clearance multiple times; but were unsuccessful as were other aircraft. We deviated approximately 30 miles left (south) of course in accordance with procedures. As we returned to course; we finally received clearance to deviate and climb. This is the third time in as many months that I have been denied a weather deviation.


Second narrative: I was on the third break in the crew rest facility. It has been reported to me that in the vicinity of N42W050 convective weather along the route required a small course correction. ATC was unable to issue a clearance so the operating pilots; in compliance with procedures; deviated around the weather and returned to track as soon as it was safe to do so. I believe they performed this deviation in full accordance with NAT Track directives.


Synopsis: B777 flight crew reported deviating off NAT track to avoid weather when unable to receive approval from ATC.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Commercial
Human factors: Human-Machine Interface; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Inflight; [we received a] non-normal EICAS Caution Message PARKING BRAKE NOT RELEASED annunciation during cruise. [We] complied with all non-normal procedures; but no change/EICAS message remained. [We] coordinated with Dispatch/Maintenance Control regarding the issue and came to agreement that the safest course of action would be a diversion. [We contacted] ATC; briefed the flight attendants and passengers; then completed the precautionary landing.[The landing was] uneventful; not overweight; and no aircraft control issues during the roll out/complete stop on the runway. Coordinated with ARFF (Aircraft Rescue and Firefighting) to inspect aircraft; no damage [was] noted. [We] taxied clear of the runway to the gate; deplaned via Passenger Service and handed aircraft over to local Maintenance following conference call with Dispatch/Maintenance Control. AML entry made and Dispatch/Maintenance Control briefed regarding the aircraft condition.


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


Synopsis: Air carrier flight crew reported a non-normal EICAS caution message; parking brake not released; and then landed at alternate airport.