elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was the pilot monitoring and we were cleared to descend via the Arrival into ZZZ.  The bottom altitude is 10;000 feet which was set properly.  The 'ALT INTV' button was pressed once the clearance was received which I believe cancelled the first altitude constraint of Fix ZZZZZ at or above FL240.  We ended up crossing Fix ZZZZZ approximately 1;000 feet low.  The rest of the crossing altitudes were all made without incident and we landed safely.  The center controller did not say anything.  Active pilot monitoring would prevent this from happening in the future.  I will pay closer attention to each altitude when climbing or descending from now on.




Synopsis: A B737-800 air crew upon receipt of a descent clearance; pressed the 'ALT INTV' button. In doing so the first altitude constraint was deleted and they crossed it 1;000 feet low.
Date: 202004
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pilot Monitoring put the gear handle down as commanded. Immediately; the crew noticed the right main gear green light did not illuminate and the amber discrete Gear light was illuminated. As Captain; I made the decision To execute a missed approach. We advised ATC and went through the standard callouts for a missed approach and as the gear retracted we noticed a loud noise and jolting of the aircraft. We were very startled by this.  ATC gave us instructions to fly a south heading at 3000 feet; at this time all indications were normal in the cockpit. We as a crew evaluated the situation and decided to extend the gear on our downwind. We got the same gear indications along with a EICAS right side brace. We immediately went to the QRH and followed the procedures. I decided to request a flyby the Tower to see if the Tower could tell if the right main gear was in fact down. As we slowed and configured with flaps we also got the gear not down and master warning light. ATC said the right main gear appeared to be down. With the indications in the cockpit I decided to have CFR standing by. We then got on the SAT phone and consulted with Flight Control; Maintenance and Flight Ops. We as a crew and I as Captain decided to attempt the landing with CFR standing by. Thankfully the landing went smoothly and the right man gear did not collapse. We came to a full stop on the runway and waited for maintenance to pin the gear and tow us to the gate. We entered what we saw in the flight logbook.




Synopsis: B767-300 Captain reported landing safely after receiving a right main landing gear warning.
Date: 201202
Local time of day: 0601-1200
Location: CMA.Airport, CA
Light: Dawn
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E NTD
ATC / advisory: TRACON NTD
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Departing from Runway 26 in Camarillo; we were cleared to depart using the published Obstacle Departure Procedure (ODP). I misread the procedure which ends with left turn direct the CMA VOR. This is what we briefed and flew. The procedure requires a right turn to intercept the 265 radial and then left direct the CMA VOR. I have not flown this procedure before and was not familiar. However; in my opinion the core cause of my oversight was twofold. 1) R265 at left edge of chart; I misread as Runway 26. Therefore believed it was the start of ODP for Runway 26 CMA. 2) This turn made sense knowing I was turning away from terrain and housing for noise abatement and toward the normal pattern for the airport. Climbing through 2;000 FT the Controller at Magu asked if we were receiving the Camarillo VOR; which I thought was unusual. This is the only reason I took a second look at the ODP and realized my mistake. I could have easily not caught this mistake. The Controller was not upset; nor did he seem to recognize our error. There was no other traffic or conflict due to early departure before Tower was open in Camarillo. I have a suggestion regarding charting. If each runway that has an ODP was published in its own box; a mistake like this would be harder to make. This won't happen to me again.




Synopsis: A pilot reported turning left after a CMA Runway 26 departure; because he misread the CMA commercial chart Obstacle Departure Procedure (ODP) which formats the Runway 8 and Runway 26 procedures without sufficient textual separation.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departed ZZZ enroute to ZZZ1. Did a touch and go; and on climb out en route to ZZZ2; engine RPM dropped from 2400 to 1500--without any control input. Leveled the plane and attempted to troubleshoot. Checked the following:-Adjusting Mixture--made it worse...back to full rich-Added Carb Heat---made it worse....removed carb heat.-Made sure primer was locked; then Attempted to use primer...no effectLosing altitude fairly quickly; looked for biggest best landing space. Determined we would not make the airport.Picked a field 2 miles south of ZZZ1. Attempted to adjust throttle again; with no result. Arriving at first landing choice; was too high and fast; since I couldn't slow the throttle. Spotted an even larger field straight ahead. Continued on to that field. Had to pass under power line and over irrigation equipment for landing. Still traveling too fast; made a left bank to the north to slow down. Set plane down nearly in center of field; and pulled mixture. Lightly applied brakes and dodged equipment. Plane came to a stop with NO DAMAGE to the aircraft and NO INJURIES to Souls on board.

Callback: The reporter indicated the throttle linkage became disconnected from the carburetor and the attachment hardware was missing.



Synopsis: C172 pilot reported a loss of engine power resulted in an off-field landing. The throttle linkage was later found to have come disconnected from the carburetor.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 20
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were doing practice instrument approaches under the hood for instrument currency.  Both pilots very high time retired airline pilots; but neither of us flies a lot of IFR these days.  We had completed my approaches and other requirements; and I was now the safety pilot for the other guy; and we were doing the last of his approaches.  He was doing a letdown to the last altitude; minimums of 1;500 FT.  I noticed that we looked a bit low for our distance to the airport; and looked at the chart; and saw that he had misread the altitude for that segment; and we were actually supposed to still be at 2;400 FT!  So we were 900 FT low; and neither of us caught it until it was too late.  Awfully close to the houses; and we were sure glad there were no towers out there!  Lessons learned include how easy it is to misread a chart and go down to minimums one intersection early; how even the safety pilot has duties beyond looking for traffic; and how rusty you get just staying current when you don't fly real IFR a lot.  No apparent harm done since we still cleared all the houses by at least 600 FT and  approach never noticed or at least never said anything; but I'm going to try to stay current by doing practice approaches more often than the minimum; and when I'm safety pilot I'm going to spend a lot more time watching the approach plate!




Synopsis: While acting as a safety pilot reporter discovers that his flying partner has descended early to the next step down altitude on a VOR approach.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: Aircraft X was a departure out of ZZZ climbing to ZZZ1 VOR. The aircraft first entered a 036 MVA climbing through 024. I issued expedite climb; but failed to issue LA (Low Altitude) alert. The aircraft reached 028 as it entered the next MVA of 037; but briefly indicated a descent to 027 before resuming a climb. The aircraft the entered a 040 MVA climbing through 031; but descended to 027; before resuming climb. At that point LA alert activated and I issued LA alert. Pilot stated they were experiencing downdrafts.[Recommend] insuring a positive climb rate.




Synopsis: TRACON Controller reported vectoring an aircraft that was experiencing downdrafts; below the MVA; and failed to issue low altitude alert.
Date: 201510
Local time of day: 1201-1800
Location: DAB.Tower, FL
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Maintenance Action
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We noticed a problem developing with our radar presentation. Targets were appearing and disappearing at various altitudes and speeds including targets we were working. Aircraft X showed a ground speed of 610 Knots at one point as well as target jumps greater than 1NM and rapid heading changes. I instructed the trainee to discontinue lateral separation until the problem could be resolved. Also; false targets appeared and disappeared but I couldn't be certain whether they were actually false or not. I advised the Controller In Charge who in turn advised Tech Ops.  The problem continued throughout the session.The radar presentation must be fixed.  We cannot use radar separation when radar identification is questionable.




Synopsis: Approach Controller reported that radar targets were showing rapid erroneous speed readouts and were jumping around the radar displaying false heading changes.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Icing; 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: I departed ZZZ on an instructional flight in an IFR flight plan to try to get VFR on top for training maneuvers. When leveled at 4;000 feet MSL; I was in VFR conditions between two layers and requesting radar vectors to get to an area with better conditions; I was instructed to climb to 6;000 feet but due to the outside temperature being 0 [degrees] Celsius; I told ATC I was unable to climb to avoid icing conditions. As I continued on a heading of 180 as instructed by ATC; I realized I was not going to be able to get into an area of better weather conditions so I requested to go back to ZZZ on the RNAV XXL Approach. As I proceeded southbound; I saw some clouds in my way so I asked for different headings to try to avoid those clouds and thus getting into icing since my aircraft is not rated for flights into known icing. Since ATC didn't give me the vectors I required I turned right to a heading of 210 to avoid this one cloud and once I started turning back to my assigned heading ATC asked me for which heading I was flying; and once I told I was turning back to 180; they gave me a phone number to call for possible pilot deviation. After that I continued following the vectors; ended up going into clouds but did not pick up any icing and landed safely at ZZZ without other problems.




Synopsis: PA44 pilot reported a heading deviation when ATC was slow in providing vectors around weather.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; 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 Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I experienced a loss of full engine power during initial climbout from RWY 32 at ZZZ. I had the student notify Tower we wanted to return for landing. We were still able to climb and engine was running smoothly so I wanted to keep as low key as possible. When asked by tower we did not request assistance and did not require priority handling. We climbed to approximately 1;000 feet AGL as we entered left downwind. Just past abeam approach end of RWY 32 while on downwind engine experienced further reduction in power without moving throttle. I told Tower we were turning base at that time; added 10 degrees flaps and aimed for the approach end of RWY 32. As we rolled onto final there was a business jet in position for takeoff on the runway. I heard the Tower clear him for an immediate takeoff; then tell him to abort and hold position. The Controller then advised me they could not issue a landing clearance. I responded that I had to land and Controller told me about the jet in position. I replied that I observed the traffic and would maneuver to pass to the right so I would not overfly the jet; and come in around and land in front of him. I flew a few hundred feet to the right at approximately 300 feet AGL; did not fly over the jet and passed well clear of him holding in position. I then slipped the aircraft into the left crosswind; lined up and landed on Runway 32 about 1;500 feet down the runway. The engine was generating enough power to taxi and I utilized Taxiway XX and called ground control when instructed for taxi back to ramp. When I reviewed the event; I believe I incorrectly assumed that the tower controller was providing me priority handling; when in fact the Controller was not fully aware of my situation. I should have just requested priority handling either prior to or as I turned downwind so Controller knew not to have the jet line up and wait on the runway before me.




Synopsis: C172 flight instructor reported an engine malfunction after takeoff resulting in a return to field.
Date: 201702
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: Marginal
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Weather
Primary problem: Weather

Narrative: Aircraft X checked on ZJX frequency. I called the weather to the aircraft and asked if he had weather radar onboard. The pilot responded 'Roger'. I was not comfortable with that response. I asked the aircraft again if he had weather radar. I suggested a heading of 240 degrees based on the weather that was being depicted on my scope. I cleared the aircraft direct to his destination. The aircraft dropped 500 feet. The aircraft had been level at 8;000 feet. Over the next approximate two minutes the aircraft went from 7500 feet down to 6300 feet then back up to 7400 feet. After 7400 ft the aircraft did a continuous descent below 3000 feet. Once again all of this happened in approximately two minutes time. The aircraft recovered at the altitude of 2600 feet.We; as air traffic controllers; need more advanced equipment if we are expected to assist aircraft through weather.




Synopsis: ZJX Center Controller worked a small aircraft and issued a suggested heading around weather; but the aircraft experienced major downdrafts.