elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 0601-1200
Location: SRC.Airport, AR
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; Thunderstorm; 6
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D SRC
ATC / advisory: TRACON LIT
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Was on RNAV GPS 19 approach into SRC. From intersection Bollu to Dinge I read the 'descend to altitude' wrong and was advised by ATC of my low altitude. I took evasive action and climbed back up to the correct altitude of 2;000 FT and continued the approach from there uneventfully.




Synopsis: A Corporate pilot on the SRC RNAV GPS 19 approach misread the BOLLU to DINGE altitude and descended but was advised by ATC of his error and climbed back to 2;000 FT.
Date: 201709
Local time of day: 1201-1800
Location: GSP.Airport, SC
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E GSP
ATC / advisory: TRACON GSP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Company Policy; Airspace Structure; Airport
Primary problem: Airspace Structure

Narrative: I was busy and working West radar. I gave a sequence to East radar on Aircraft X to Runway 4 at GSP. We were both busy and the East controller had been certified for 1 week. I did not notice a VFR on a 1200 code depart GMU to the southeast. The East controller was busy; but he noticed the GMU departure and issued vectors to Aircraft X and held the plane at 3;000 MSL. From what I can tell he did a really great job.Only about 20 minutes before this I had an aircraft on arrival to Runway 4 at GSP. There was also a VFR that departed GMU. For whatever reason (the GMU Controller or the pilot); it was the best deconfliction I have seen in this scenario from the VFR. The VFR crossed GSP Runway 4 final 8 or 9 miles from the runway; which made it a non event for my traffic on the base.I was relieved shortly after the Aircraft X event. I went to the Tower before my break to suggest a runway change. I thought there would be a lot more GMU departures to the southeast because of a fly in at SC00. I had rather have the unidentified aircraft under a departure than an arrival. The Tower initiated a runway change.Recommendation: This is a terrible situation because it is not obvious that it is getting ready to happen. Once you realize it; your options are: an unstable approach; TCAS RA; or vectors around for a re-sequence. There are also wake turbulence issues. The GSP Air Traffic Manager (ATM) suggested a VFR fix on the GSP Runway 4 final. The VFR's would be required to cross at or outside of it and at or below a certain altitude. We know this is a problem. We have the opportunity to fix it before the problem changes to disaster.




Synopsis: GSP TRACON Controller reported an occurrence which routinely happens of VFR aircraft not in communication with ATC departing one airport into the final approach course traffic of another airport.
Date: 201809
Local time of day: 0601-1200
Location: TCY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF TCY
Second aircraft: M-20 Series Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Active Runway was 30; I was communicating thru the CTAF. I was taking Runway 30 for left downwind departure. I was rolling down the runway; about to rotate when suddenly a Turbo Mooney was lifting. He took off Runway 12 without communicating. Another aircraft on Run-up saw what happened; both of us were trying to call him; he couldn't be contacted. The Mooney was about 50ft away from me and above when I was taking off.




Synopsis: C152 student pilot reported a NMAC and runway incursion by opposite direction departing aircraft.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Landing; Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Confusion; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Flight departed. Shortly after takeoff crew experienced wing anti-ice fail and bleed temp message. CA declared emergency and landed at the departure airport. Dispatcher noticed diversion notice on computer at time of landing. Captain called Dispatch after landing to explain situation. All dispatch entries regarding destination change; RH record and times were entered post flight due to delay in communications. Dispatch did not amend flight plan as flight was already completed. Captain did not have time to contact Dispatch prior to landing. Dispatch did not fully understand post-flight amendment procedure.Dispatch will now amend flight plan regardless of flight completion or status.




Synopsis: While in icing conditions after takeoff; an EMB-145 CAS alerted WING ANTI-ICE FAIL and BLEED TEMP so the crew declared an emergency and returned to the departure airport.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Airframe
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of about 20;000 feet; speed about 295 Knots; V/S about 2;000 feet per minute we experienced sudden significant and strong aircraft vibrations. Vibrations were more pronounced in the aft of the aircraft and seemed to originate from the tail section. According to the aft flight attendants it was intensity of vibration they have never felt before. We were in absolute smooth air. We did not have any abnormal engine vibrations and no other warning messages associated with the vibrations.After leveling off at 27;000 feet and reducing the airspeed to about 270 Knots the vibrations stopped. We ran the QRH checklist for aircraft vibrations. Then we got in contact with [operations command] and maintenance control. We discussed the event and since all indications were back to normal; we concurred to continue on to [destination]. We also agreed that if vibrations would return we would [land at a nearby airport]. About 10 minutes later we experienced another event of vibrations; this time not as strong; would call it light vibrations. Still; we made the decision to divert at this point. I used ACARS to inform dispatch. Dispatch acknowledged and gave us diversion info. We diverted and landed without further incident. During the descent and approach phase we felt more light vibrations; however we could not tell for sure that it was not turbulence related. After deplaning and taking care of the passengers I made a very detailed log book write up in accordance with QRH.To prevent other flight crews experiencing an event like that I would like to see serious maintenance attention and really trying to find the cause of the problem. The aircraft was placed back into service and considered green after only a general visual inspection based on a certain Aircraft Maintenance Manual task card. No panels were opened and no computer flight control checks and tests were performed.




Synopsis: A flight crew experienced sudden significant and strong aircraft vibrations while climbing out of 20;000 feet in smooth air. The vibrations stopped after they leveled off and reduced power. Ten minutes later lower intensity vibrations returned and they elected to divert. The report was submitted because the reporter would like to see serious maintenance attention and really trying to find the cause of the problem.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Lancair 360
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing with 3 green lights indicating landing gear down; the nose gear failed and collapsed; folding under the airplane and causing a prop-strike. No injuries. The aircraft came to a stop pretty quickly. The aircraft remained on the runway the entire time and the aircraft sustained no damage beyond the portion near the nose of the aircraft to include the nose-wheel; and prop sections.




Synopsis: A light airplane pilot reported the failure of the nose gear upon landing; resulting in the propeller making contact with the ground.
Date: 201807
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Aircraft: Fighting Falcon F16
Operator: Military
Flight plan: IFR
Mission: Tactical
Flight phase: Climb; Initial Climb
Airspace: Class A ZLC; Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Company Policy; Human Factors; Manuals; Procedure
Primary problem: Procedure

Narrative: I received a call from Approach stating 'zoom departure' active/rolling. I did not receive the prior required coordination from Approach as per Letter of Agreement. After stating I was unable the controller left the line so I began frantically calling the surrounding sectors instructing them to turn all aircraft around the Zoom area. Aircraft X climbed through my airspace without a clearance and caused a major distraction to myself and could have potentially caused a loss or collision with another aircraft. This error was and has been assigned to Approach. Perhaps a different procedure could be developed to avoid this from happening again. We were lucky no one was killed today! Review the zoom departure procedure; there is too many moving parts that when missed as described above could cause a major loss of life. If it could be consolidated somehow between two parties there would be no communication breakdown.




Synopsis: ZLC Controller reported the underlying Approach Controller allowed a military aircraft to climb through the airspace without Center approval.
Date: 201209
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were on downwind being vectored with New York Approach to Runway 4R in EWR. ATC called out traffic at our 11 o'clock at 4;500 FT (we were at 5;000 FT) doing aerial survey work and were advised that the traffic was under their control. The weather was clear and we searched for the traffic. Traffic showed on our TCAS screen as closing but only 200 FT below not the 500 FT reported by the Controller. We were on the latest and current EWR altimeter setting. We then were issued a TA by the TCAS system. Shortly after we were issued a RA TCAS climb. Almost simultaneously ATC recommended a climb to 5;500 FT. I used the TCS button to override the autopilot and commence the TCAS climb of about 2;000 FT/minute as directed by the VSI. We advised ATC that we were in a TCAS climb. The RA ended near 5;500 FT and the flight continued normally.It is possible that the survey traffic either was not on the current altimeter setting or was not maintaining 4;500 FT as directed by ATC. ATC said that the traffic was under their control but we never heard them issue any instructions to that traffic to avoid us or to even point us out to them.




Synopsis: Air carrier First Officer is advised by ATC of VFR traffic ahead maintaining a 500 FT lower altitude. TCAS indicates a 200 FT separation and issues a climb RA; which is complied with.
Date: 201210
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON D10
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Flight plan for the LOWGN4 Departure off 18L with a ADM transition. Followed procedures and verified legs on RNAV departure with the FMS.  On taxi out; Tower switched to Runway 17R. Updated FMS; verified RNAV departure with the First Officer. It was the First Officer's takeoff; after passing JGIRL; Departure cleared us direct to BLECO. I did not see BLECO on route; asked Controller for a heading. He gave us a heading; then direct to IRW.  Subsequently; I reviewed the PDC; and the revised segment called for the BLECO4 Departure. Fortunately; both RNAV departures have the  same first four waypoints; so no deviation was incurred. Procedures call for both pilots verifying the PDC with the flight plan. Neither one of us picked up the revised segment. The ACARS print was very light; and I failed to see the revised segment. I will be more attentive when reading the PDC.




Synopsis: A flight crew failed to notice that the lightly printed PDC changed the DFW LOWGN4 RNAV to the BLECO4 and so after being cleared to the BLECO intersection the crew asked for vectors because it was not in the FMS.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Taxiing out we were to hold short of [taxiway] and contact ground. The FO (First Officer) transmitted but ATC did not hear him; we tried again and then I tried on my side to contact ground; they did not hear us. Ground control then called 'who's at [taxiway]?' and we could not reply. I asked the FO to switch to comm 2 and try again; that was successful. We were given the runway assignment and taxi clearance. I started following the given route to the runway. While taxiing I tried to see if any button or knob was out of place so we could transmit; but to no success. As we got closer to the runway I determined that RTU 1 (Radio Tuning Unit) was not transmitting; but was receiving. I discussed the possibility of contacting Maintenance. I was trying to figure out what to do; and did not have a solid answer whether to go or not. After discussion with the FO about FAR's dealing with IFR flight on one radio; I came to the decision to go on the flight because we had Comm 3 available as a backup and I still could receive on Comm 1. That was a mistake. Enroute I ACARS Maintenance control and they advised to call when on the ground. I also notified Dispatch of the problem. As we flew I checked the QRH vol 1 to find any answers and read a Min. Equipment List that stated only 1 VHF is needed for flight; so I felt justified in departing; figuring we would be able to defer the radio. I talked with Maintenance control and we came to the conclusion that the Comm 1 was broken. I asked Maintenance to defer the radio and was told that Comm 1 is NOT deferrable because it's on the hot bus bar for emergency power loss. That's when I realized I made a mistake in departing.


Second narrative: Captain asked me how I felt about departing and I told him I was unsure. Captain felt pressured to stay on schedule and did not want to return to the gate. I need to be more assertive when unsure of a decision being made.


Synopsis: CRJ-200 flight crew reported departing with Comm 1 transmitter inoperative; but discovered after landing that Comm 1 was not deferrable.
Date: 201402
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Push-back
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Other Pushback
Result: Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While being pushed back the tow bar disconnected from the Push Back Unit. Just as the nose of the aircraft cleared the Passenger Boarding Bridge the aircraft made a quick 90 Deg turn to aircraft left relative to the lead in line. This sharp turn was odd since we where in the early phase of the push back procedure and close to aircraft on adjacent gates. It was a smooth almost floating feeling as the aircraft made the sharp 90 Deg turn without the normal jerking motion that you normal feel on push backs. At that moment the pushback tug driver said over the headset; 'We're disconnected'. I said; 'As in BREAK AWAY?' He responded that; 'The Tow Bar has disconnected from the Push Back Unit and the tow bar is still connected to the aircraft.' I quickly stopped the movement of the aircraft by getting on the brakes and setting the parking brake. I then asked if all ramp personnel where ok. He replied that they were fine and the aircraft DID NOT hit anything. We advised Ramp that we had a break away and would like to stay in our current location until Maintenance could inspect the aircraft. We called to have Maintenance come and inspect the nose wheel and nose landing gear for any possible damage. Maintenance reported that there was no damage and we were safe to continue our flight.  After the tow bar was reattached; push back crew advised ready; requested and received pushback clearance; we continued the flight without incident.




Synopsis: B737 Captain experiences a breakaway during pushback; but the ground crew does not convey that information in a succinct or timely manor. Time is not a factor however and the aircraft is stopped without damage.