elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Noticed slight airframe vibration in the climb.   At FL300 it was much worse. Getting even more vibration as speed increased.  Called up the flight control page and saw the R FLPRN was almost all the way up with the L in a normal position.  The control column was 2 degrees right wing down.  Called Operations Control and discussed.  Had the Tech Pilot on the phone also.  All agreed it was not normal.  Decision was to return to ZZZ.  Had to dump fuel.  Did this in coordination with Center.  Arrival was normal until landing flaps were selected.  When flaps started past 20 the airplane shook violently and rolled to the R.  Re-selected flaps to 25 and added 15 knots.  At the gate the maintenance tech could see the Number 6 spoiler was up.  Wrote up the discrepancies and debriefed the mechanic.  Crew did a phenomenal job.  Great back up.Cause - Spoiler float not locked down.


Second narrative: Aircraft X did a block turn back for a spoiler issues when I first sat down.  After nearly 5 hours on the ground; we received a duty extension and the flight departed. (XA16z) At approximately XA55z crew sent ACARS message:...ALT AIRFRAME VIBL ENG 1.0  R ENG .9R FLPRN IS UPVIBWORSE AT HIGHER SPD.I spoke with the crew on the SATCOM for over an hour bringing in Operations; Tech Pilot; Maintenance Control and Maintenance Control talked to mechanics that did the spoiler work.  We determined it was odd behavior for B777 controls and this aircraft usually flies straight. Determination was made to bring the flight back to ZZZ as this may not be an easy fix.


Synopsis: B777 flight crew and the flight Dispatcher reported airframe vibrations during climbout which worsened as the speed increased.  The crew contacted the company and decided to return to their departure airport.  Reportedly; the cause of the issue was a spoiler float was not locked down.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: 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: Procedure; Weather
Primary problem: Ambiguous

Narrative: I was working the RADAR position on Sector X. I had precipitation displayed west of the departure airport; but not along the route the C172 as traveling. The C172 was en route from their departure airport direct to their destination at 100 in an area with a 099 MIA (Minimum IFR Altitude). The C172 declared he was in icing conditions and needed to descend. I stood up from my chair to check the MOCA (Minimum Obstruction Clearance Altitude) the airway the C172 was over-flying. I made the decision to turn the aircraft 30 degrees to the right which would direct the aircraft to an area with a 072 MIA. I began to issue the clearance when I noticed the MSAW (Minimum Safe Altitude Warning) alert flashing. I issued a Low Altitude Alert as well as a 30 degree turn to the aircraft. The C172 was descending without clearance so I restated the MIA altitude and told the aircraft to maintain FL100. Soon after the aircraft entered the area with the 072 MIA he advised he was returning to his departure airport and canceled IFR. The weather that is displayed should be updated more often and needs to be more accurate. If the precipitation was displayed I could have issued it to the pilot and issued a heading around the area.




Synopsis: Enroute Controller described a below MIA event when IFR traffic encountered icing and initiated a descent below the MIA; the reporter noting improved weather information may have provided a heads-up on the existing condition.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; 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: Procedure

Narrative: Myself; and my Student were in the left downwind for Runway 36 at ZZZ. I was sitting in the left seat per school lesson requirements. Abeam our touchdown point we began a descent and began configuring for landing. As we reached a lower altitude which I cannot fully recall; approximately 1600-1700 MSL; I looked forward and saw what appeared to be an aircraft descending directly in front of us; on an eastern heading. As if they were approaching a base leg. I took the controls immediately and took action to avoid the aircraft; banking us to the right. This was our second lap in the pattern at ZZZ; and we had been making continuous position reports throughout; and had not heard anything from any other traffic in the area. I made a call to the traffic to let him know we were avoiding; to which there was no response. Still under control of the aircraft; I climbed us up to 2500 MSL; and instructed my Student to observe the traffic; He watched them land and take off; departing the area to the east. He then looked on software and found their tail number. Upon further investigation; neither myself; nor the Airport Manager; where we believed this aircraft to be based at; could find the Owner or Pilot flying the aircraft. I believe had I not seen the aircraft and taken immediate action; we were going to collide sometime in the base to final portion of our flight.




Synopsis: Flight Instructor reported the need to take evasive action on downwind to avoid a traffic conflict.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While level at 40;000 feet we are given a descent to FL340. The Captain chose vertical speed on the flight director and shortly thereafter we received a pitch trim malfunction. The Captain disconnected the autopilot attempted to trim the airplane; then put the autopilot back on and shortly thereafter received another pitch trim malfunction. Then realized that the pitch trim was possibly frozen. We took out the corresponding checklist to run the JAMMED PITCH TRIM item checklist. We continued descending as we continued to proceed with the 'Jammed' checklist. At about 24;000 feet we realized that it was actually frozen and decided to continue. We stated the nature of our problem ATC was very helpful and we received vectors to our destination because we were within a hundred miles. The weather was marginal VFR (1000 overcast; 10 miles visibility). As we descended to 4000 feet preparing for our approach the outside air temperature had warmed to 16 degrees C. After a couple minutes at 4000 feet the pitch trim unfroze; and the trim appeared to be 100% functional. We continued and landed without any incident.




Synopsis: CE560XLS First Officer reported encountering a likely frozen pitch trim anomaly on descent. Pitch trim returned to normal operation when they descended to warmer temperatures.
Date: 201809
Local time of day: 1801-2400
Location: PAE.Airport, WA
Aircraft: Falcon 20FJF/20C/20D/20E/20F
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D PAE
ATC / advisory: TRACON S46; Tower PAE
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Working Paine/Boeing sectors combined at Paine scope. PAE ATC had requested release on Aircraft X utilizing the automated 'F13' function. Aircraft Y was already cleared and on a practice RNAV approach to Runway 16R. PAE ATC activated the shoutline and informed me that Aircraft X was 'My control;' which I acknowledged but hadn't figured out why they had specifically called over. At that time Aircraft Y was on a mile and a half final and I did not consider that PAE ATC would have launched the departure in front of the practice approach. Almost immediately after the coordination; Aircraft X tagged up on my scope and it became clear to me why PAE ATC had coordinated. I radar identified Aircraft X and issued a turn immediately in an attempt to establish some form of separation between Aircraft X and Aircraft Y (who at this point was tagging up on the go from their option). Aircraft Y advised traffic in sight on initial contact and I issued an immediate turn away from Aircraft Y. I subsequently asked Aircraft Y what instructions PAE ATC had issued them regarding the preceding traffic. Aircraft Y indicated that they were informed of the traffic and cleared low approach. I specifically asked if PAE ATC had instructed them to maintain visual separation and Aircraft Y responded that they had not.PAE ATC is responsible for initial IFR separation of successive departures. Had I processed more quickly the situation that was developing; I would have instructed PAE ATC to issue a turn to Aircraft X. The Tower controller clearly understood that the situation was not going to work; but their coordination should have been for a turn instead of offering control of Aircraft X. As the Departure Controller; I can only work to recover and re-established standard separation; which I believe I did as quickly as I could once I comprehended the situation that had developed.




Synopsis: Seattle TRACON Controller reported an operational error due to Tower releasing an aircraft for departure too close to an arrival who had been cleared for the option.
Date: 201904
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After arriving at the gate; an Air Marshal informed me he saw a drone just off the left wingtip on short final to [Runway] 4R EWR.   It was close enough for him to see the propeller blades on the drone. He observed it abeam the oil refinery on short final to [Runway] 4R and gave me [an approximate] time. I would say it was inside 1;000 feet altitude. None of the pilots saw a drone; but I decided to report this as the Air Marshal is a reliable source. I notified one of our pilot reps in the EWR Ramp Tower; and was given the phone number to call EWR Control Tower to inform them. The drone did not hit the aircraft.




Synopsis: B767 Captain reported a UAV; observed by a sky marshal from the passenger cabin; less than 1;000 feet horizontal.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Super King Air 200
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Departure; Approach
Anomaly: ATC Issue All Types; 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
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was providing on-the-job training on South RADAR. I was discussing traffic flows with the North RADAR Controller and my trainee. A BE20 checked on and the trainee told him to fly present heading and to descend and maintain 8;000. The pilot had some confusion in his read back and said to maintain 6;000. The error wasn't caught until the BE20 was through 7;500 in an 8;000 MVA and was told to climb and maintain 8;000 immediately. Pay closer attention to the read backs. I should have been watching my trainee more closely; even on very light traffic. Use more caution when a runway assignment can sound like an altitude assignment.


Second narrative: I was CPC-IT on South RADAR combined with Final West; Southeast RADAR; and South Hand-Off. I was discussing techniques with my trainer and the North RADAR Controller. A BE20 checked in [and] I told the BE20 to fly present heading vector to the visual [approach]; descend and maintain eight thousand. The BE20 read back fly present heading and with some confusion read back descend to 6;000. I caught the error; not at time of read back; but as the BE20 was descending through 7;500 in an 8;000 MVA and instructed the BE20 to climb and maintain 8;000 immediately. The BE20 climbed to 8;000. Pay closer attention to hear back read back as this is a major contributor to the breakdown of ATC communication. Use 'Niner' Thousand as an intermediate altitude in reference to its unique sounding nature as well as buffer with mountainous terrain/MVA.


Synopsis: TRACON Controller providing OJT failed to note an incorrect read back that resulted in a below MVA event.
Date: 202001
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: Marginal
Weather elements / visibility: Rain; 7
Light: Night
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: The approach to Runway XX was stabilized and on the calculated ref speed. Upon touching down the touchdown markers of Runway XX at ZZZZ airport and rolling out; in the deceleration phase of landing we encountered significant standing water on the surface of the runway which caused the aircraft to hydroplane. This took away any ability that I had to positively control the airplane. The aircraft then shifted to right and unavoidably departed the side of the runway. As the aircraft came to a stop; it came in contact with the outlying fence.


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


Synopsis: Gulfstream flight crew reported that standing water on the runway surface and poor braking action resulted in a runway excursion.
Date: 201508
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Night
Aircraft: Global Express (BD700)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Shortly after departure on the Teterboro Nine departure out of TEB; tower switched us to New York departure. Upon check in; ATC queried our aircraft speed. We responded back with current speed which was around 135 knots. ATC then returned with '135 knots... that slow? Don't ever do that again.'We were slower than normal speed because we were complying with TEB's noise abatement procedure which requires aircraft to maintain V2+10-20 knots. Teterboro is a noise sensitive airport with a three strike rule. If aircraft violate this rule they are banned for a year - which can be very detrimental to a charter operation. What was most concerning about ATC's response was the derogatory nature of the response especially in a critical phase of flight. It's also concerning that an ATC controller is making comments when they may not fully understand the performance of the aircraft. We did not respond to the derogatory comment and continued flight with no other queries.




Synopsis: GLEX Captain reported New York Center made a derogatory comment on their low speed departing TEB even though that speed was necessary for compliance with noise abatement procedures.
Date: 202201
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: TRACON D01
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: On descent on the TBARR 3 descending through 13;000 ft we received several spurious ADSB 1 and 2 faults.  Then following these faults we got GPS 1 and 2 faults as well.  Both faults were spurious and continued all the way through descent and approach to the ground.  Maintenance feels that this is a result of the 5G implementation even though we are told that DEN is not affected by 5G.




Synopsis: Air carrier Captain reported spurious aircraft ADSB and GPS faults occurred during descent into DEN.
Date: 201501
Local time of day: 1201-1800
Location: F11.TRACON, FL
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Flight phase: Descent
Airspace: Class E F11
ATC / advisory: TRACON F11
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Confusion; Distraction; Situational Awareness; Time Pressure
Second reporter function: Approach
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors; Staffing
Primary problem: Procedure

Narrative: I walked in to get the Final M scope; running Instruments; and was told in the brief to 'Valet Park' due to a closed taxiway on the airport. When I got the position the arrival controller tagged all the aircraft on the right downwind to the west runway and switched to the west (G scope) frequency and the aircraft on the left downwind was switched to the east final controller (M scope). Due to procedures aircraft on extended downwind to the airport automatically turn base; the arrival controller was way over-loaded and overwhelmed with aircraft; he wasn't listening to any request from the final controllers. This whole session was a goat rope and should be looked at and raised to the next level. This session was unsafe and almost had a near miss. At the time of this session; there was an Front Line Manager (FLM) behind the desk; an FLM watching; a TMC; 2 final controllers; 1 arrival controller and 2 or 3 other spectators; and I was already complaining to the arrival controller valet parking and the lousy (rephrase that; [expletive deleted]) feed. With all the experience in the room; this was the worse session I've seen since I have been here. Not one thing was done to correct or resolve this situation. Unacceptable!


Second narrative: I was final G. The arrivals were being fed high; fast; not switched; or on wrong frequency. One aircraft on the wrong frequency started a turn base on the RNAV STAR and got too close to an Air Carrier. The RNAV star should not turn base. The fiasco on arrival needs to be examined so this never happens again.


Synopsis: F11 Controllers report of a shift where the Arrival Controller was overloaded with traffic and nothing was done to help the Controller.