elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dusk
Aircraft: Super King Air 200
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: DC Generator
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification; Human-Machine Interface; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was on a flight to ZZZ. I was on a runway heading cleared to 11;000 departure clearance from ZZZ1. When I entered a OVC layer ATC was unable to receive my transmission. I was able to hear ATC and they cleared me Direct ZZZ at maintain 11;000. I squawked 7600 when I was unable to hear the ATC. I slowly lost all my electrical power. I squawked 7700 when I started losing all the electrical systems. I continued to ZZZ and circled over the airport running through checklists and notifying our dispatch of the electrical failure. I went through an emergency gear extension. We found a clear spot south of ZZZ and then started circling over the tower until we got a green light to land. I had no abnormal annunciator indications during the flight. The annunciator panel was black during cruise. When I landed and started taxing back the electrical systems started coming back online. I had a #1 DC GEN; #1 INVERTER; #1 NO FUEL XFR; #2 NO FUEL XFR; #2 INVERTER; #2 DC GEN and the Garmin 530 started powering back on.

Callback: Reporter stated that Maintenance in ZZZ performed diagnostic testing on the aircraft and found no malfunctions with this aircraft's electrical system other than the battery being discharged. Reporter stated that Maintenance replaced the battery in ZZZ. Reporter stated that the Reporter then flew the aircraft back to ZZZ1 as a maintenance ferry flight and that no electrical malfunctions were experienced on that flight.



Synopsis: An BE200 Pilot reported total electrical failure during flight.
Date: 201709
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C 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)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal departure until cleaning up the flaps and slats. After everything was up; got master caution; flight controls; speed trim fail lights. At the same time the aircraft started slow trimming nose up. I was able to counter the movement with the trim switch on the yoke. Kept the speed at 250 and continued the departure so that we could run the non-normal checklist. After turning off the two guarded trim switches below and to the right of the throttles; the runaway condition stopped. Down to manual trim. We [advised ATC] and ATC leveled us off at FL240 and turned us back to [an alternate airport] per our request to divert there. Contacted the Company; briefed the Flight Attendants and passengers. Made a smooth; uneventful overweight landing.


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


Synopsis: B737 flight crew reported diverting to an alternate airport after experiencing a stabilizer trim runaway.
Date: 201605
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airport; Environment - Non Weather Related
Primary problem: Procedure

Narrative: It was a beautiful clear day with light winds. We were on final approach inside the FAF and cleared to land by the tower. When we were on approximately 2.5 mile final; ATC cleared a 737 for takeoff on Runway 22L. The FO (First Officer) immediately asked me if they could do that; before I could fully respond the 767 behind us approaching the FAF asked for landing clearance. That transmission apparently stepped on ATC's transmission telling us what we believe was a go-around; all we heard was [callsign]. That was followed immediately by ATC telling the 737 to abort his takeoff. That transmission was also partially blocked by the 767 again asking for landing clearance; but enough of that transmission came through that the 737 understood it to be an abort. They confirmed with the tower and complied. The tower then called us again and I replied. Their response was continue (or disregard I don't remember the exact words). We landed without further incident.Air Traffic Control clearly made an error in clearing the 737 for takeoff when we were on short final. It was not an undesired aircraft state as we were stabilized and cleared to land. Radio discipline was also a threat with the interruption by the aircraft behind us. As the 737 aborted his takeoff I saw him pass just south of our flight path in executing his takeoff abort. I did not perceive him as a threat to safety.The greatest lesson is the realization that ATC is prone to mistakes even under the best of weather and time of day conditions.




Synopsis: An air carrier aircraft on final approach to ORD 10/28 was cleared to land but ATC cleared an aircraft for takeoff. A blocked transmission; which may have been a go-around call; was missed so ATC ordered the aircraft rolling to abort.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Night
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Mission: Circle above [NFL] stadium inside a TFR on a waiver for live television coverage 4.5 hours of duration.While circling left turns 1-1.5 mile radius; 2;500 MSL; 90 knots; flaps 15; and the camera deployed below the aircraft; TRACON advised me that an A380 12 o'clock and 2 miles 2;300 MSL climbing. Traffic was in sight and was going to pass directly overhead of the stadium I was circling. I accelerated the turn perpendicular to the A380 path and pushed the nose over for a rapid descent to 1;500 MSL. The aircraft passed just above and behind my aircraft.My decision to descend rather than climb was based on the following:My aircraft's configuration- full power would give me 300 FPM climbMy assumption of the A380 speed and climb rate- 250 knots and 1;000 FPM climbMy decision to continue my turn perpendicular:My fear of the A380's wake turbulenceTRACON did a good job communicating with me to avoid a collision. Tower controllers were aware of me in the airspace and I feel that they should have notified TRACON that an A380 [international flight] would be heavy and have a slow climb rate. I could have left station for fifteen minutes until he was clear.My suggestion is that these long haul aircraft with slow climb rates be given special consideration. While I was in Class B airspace in my encounter; the aircraft had to have been under Class B airspace briefly after it passed me.




Synopsis: Vulcanair P68 pilot on camera duty over a football stadium reported taking evasive action from a heavy A380 climbing out of a nearby airport.
Date: 201704
Local time of day: 0001-0600
Location: CMH.TRACON, OH
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: I was called in two hours early on my early morning shift due to the shift not being able to be staffed at minimums. After working a 10 hour day shift; I then came into work on my [late] night shift. When I got here we only had three people to work the shift. We have three positions that are open 24 hours a day. So 4 people on the [late] night shift is the minimum. 3 people on position with one on break. We had to hold over one of the evening shifts for a while; and then call someone in on the day shift 2 hours early. For over three hours we only had 3 people in the building with three positions running. This is a very dangerous situation; if an emergency would happen there is no one to help out. If a controller gets sick no one is there to replace that controller.This is a repetitive problem that keeps happening over and over again. Every shift has 1; 2; or even 3 people on overtime. This morning when my shift was over; they had to hold me over an extra hour because a controller on the day shift had a problem on his way into work. Even with a Supervisor working traffic; they still need me to work. Fatigue is becoming a very big problem. I feel if something isn't done soon with how the shifts are covered and staffed; something bad with fatigue will happen.During the day shift during the week; management has 4 to 5 Supervisors here. Because of how the Supervisors are scheduled; no Supervisors are called in on overtime. Why is this?  Why is there no Supervisor that is called in when we have below minimum staffing on a shift? Again this is a very dangerous situation with fatigue becoming a huge factor. We have to have more controllers staffed at this facility!




Synopsis: A CMH TRACON Controller reported their facility is chronically understaffed. Controllers have to work overtime causing them to work while fatigued.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 60
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our descent the pilot flying deployed the spoilers to slow for an ATC speed restriction. Upon stowing of the spoiler lever; the LEFT and RIGHT hydraulic pressure lights began to flash with a corresponding decrease in system pressure as seen on the hydraulic system pressure gauge. Approximately 5 seconds later; the hydraulic system pressure gauge read ZERO pressure; and both the LEFT and RIGHT hydraulic pressure annunciators illuminated steady; indicating a total loss of the aircraft's primary hydraulic system.As the non-flying pilot; I advised ATC of the situation and declared an emergency. I then worked with the pilot flying to accomplish the checklist items in the QRH related to total loss of hydraulic system. We diverted from our intended destination airport and proceeded to a nearby airport where there was adequate runway.The pilot flying made an uneventful landing and we stopped on the runway utilizing the back-up braking system. The aircraft was subsequently towed off the runway.




Synopsis: After both primary hydraulic systems failed during descent the flight crew of a Learjet 60 declared an emergency; performed appropriate checklist actions and diverted uneventfully from their destination airport to a nearby airport with superior runways and facilities.
Date: 201212
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Flight conditions: Mixed
Light: Night
Aircraft: B757 Undifferentiated or Other Model
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: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Chart Or Publication; Aircraft
Primary problem: Ambiguous

Narrative: We were cleared to descend via the GIBBZ RNAV STAR to IAD. We started the arrival in VNAV PATH allowing the FMC to calculate our vertical navigation. The airplane started down on VNAV PATH; however after looking at our distance and altitude we were going to cross JIMVE Intersection very high; probably 2;000 FT high. I disconnected the autopilot and immediately started a steeper descent with speed brakes deployed. Despite our effort we crossed JIMVE 600 FT high.The same occurred at the next waypoint on the arrival; VNAV path was calculating a high crossing again. We discontinued VNAV and reverted to manual vertical navigation. The FMC had been programmed correctly and wind information input. We had flown this same aircraft on a previous leg that same day and no problems occurred on a previous RNAV arrival. The remainder of the flight was normal.




Synopsis: When their autoflight system; operating in VNAV PATH mode; failed to comply with the first two altitude constraints on the GIBBZ RNAV STAR to IAD the flight crew of a B757-200 reverted to manual control on their descent path. The STAR had been properly programmed including descent wind forecasts and the autoflight system had conducted a previous RNAV STAR descent without incident.
Date: 201410
Local time of day: 1801-2400
Location: PHL.TRACON, PA
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON PHL
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Leading up to the event the developmental had the airspace under control; was providing appropriate spacing and sequencing of aircraft to the primary runway.  We are in the process of teaching/learning how to look at all of the airport's traffic situation and make plans and decision based upon the needs of the airport.  Developmental had really grasped the intended lesson; and was providing excellent spacing.  Varying his plans based upon not only his traffic; but the traffic of our North Arrival counterpart and traffic still inbound the airport.  Developmental showed advanced thinking; and I truly feel had a break through in his training.All of that preceded a supervisory change.  As soon an FLM X took control of the room he immediately started changing aircraft runway assignments.  Changing plans; and distracting the developmental to a point that he pushed away from the scope and said he could no longer work the traffic.  Airspace that was once under control erupted into a storm of aircraft in the 'wrong' place to make the supervisor's plan work.  In my haste to make the supervisor's plan work; Aircraft X exited my airspace and entered ACY approach control's airspace without a point out.   The aircraft was 'forgotten' or overlooked in my sweep.  This happened because one of the developmental's techniques is to turn an aircraft blue when the aircraft 'needs something' whereas to me a blue aircraft means 'handed off and frequency changed'.  I failed to recognize the problem until it was brought to my attention about 7 miles southwest of VCN. Let controllers work. Let developmental learn. Let instructors instruct. Intervene only when SAFETY requires; not when things aren't the way you would do it




Synopsis: TRACON Controller providing OJT described an airspace incursion when the FLM directed an alternate plan of action differing from the intentions of the controllers working the position.
Date: 201509
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: I've read [the new procedure guide] several times; and have used it during preflight discussions and during taxi. It's well-written and useful. However; the need for a 37 page guide to introduce a new checklist runs up more than a few warning flags. I've never considered myself alarmist; and will work hard to adapt to this procedure. But since I've been on the 777 since 2002; in fact nothing in my 35 year airline career; has caused as much confusion as the introduction of this Taxi checklist; and its companion Before Takeoff checklist. Hasn't the FAA and most of the U.S. airline agency focused on reducing pilot taxi distractions in the interest of reducing ground incidents? This procedure has increased distractions and confusion several times over. Admittedly my comments are based so far on only four separate flights. But in all cases taxiing was done during quiet airport ops with little distractions from ATC and other traffic. Yet each time it has taken 5-10 minutes to accomplish the new checklist; in all cases with 4 experienced 777 pilots participating. And yet I've seen an improperly loaded departure in the FMC after takeoff; a captain turn toward the wrong runway while taxiing; and even after a wise IRO spoke up and suggested we set the brakes to finish the checklist; we still had to vacate the runway after receiving takeoff clearance because we were 300# over gross! Which brings us back to the confusion over gross weight terminology. The FOM glossary refers to TOG (Takeoff Gross); TOGW (Takeoff Gross Weight); TOW (Takeoff Weight); and MTOG (Maximum Takeoff Gross Weight) without really delineating differences. A bulletin discussing them would be helpful; as the new procedure guide doesn't address all concerns. I appreciate that a lot of planning went into this procedure; but I remain extremely wary of its motivation; and its potential for distraction during real world conditions.




Synopsis: A 777 first officer reports that a new taxi procedure has increased distractions and confusion 'several times over.'