elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Weather elements / visibility: Icing
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Troubleshooting; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Aircraft X was on V611 going to LWT.  He was supposed to be level at 8;000 feet.  I observed him at 7;700 feet shortly before losing him on radar and asked his altitude.  He said 8;000 feet.  I advised him of the LWT altimeter setting.  He then asked for lower.  I told him to maintain 8;000 feet until ESTRO and cleared him for the VOR 8 approach.   When I reacquired him on radar he was still showing low.  I suggested he climb 700 feet.  He was observed turning off course.  I provided a heading to rejoin the airway; he reported he was picking up ice and having difficulty maintaining altitude. The aircraft had no DME to get an accurate position report and by then I had lost him on radar again.  I did not want to contribute to the workload by trying to get him to tune in another VOR so I advised him of the minimum VFR altitudes east of LWT and told him not to deviate from the airway.  Aircraft maintained 6;000 feet until LWT VOR and then did the procedure turn.  Inbound he reported the field in sight and I attempted to give him a visual approach and he said he might not be able to maintain visual contact so I re-cleared him via the VOR 8 approach.  The aircraft landed safely.Strongly suggest to GA pilots that they avoid flying hard IFR in underpowered; under equipped small aircraft.  Better radar coverage at LWT.




Synopsis: ZLC Controller reports of an aircraft under ATC control that is not at the required altitude and the Controller advises and issues altimeter. Aircraft cannot hold altitude and is off and on radar contact. Pilot reports of icing and Controller gets the aircraft turned toward airport for a visual; but pilot reports the might not be able to maintain the airport insight. Controller then clears aircraft for a VOR approach.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Check Pilot; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; the flaps were retracted. Master Caution light came on follow up by Flap Disagree. Went to the configuration page and saw the outboard flaps were still at 10; inboards were indicating up. We [advised ATC]. Got delayed vectors to work the problem and run the QRH. Put the flaps back to 10 and ran the QRH. The Captain contacted Operations to consult with them so we had all are bases covered. We briefed the approach and had the trucks standing by at the 7000 ft mark just in case we had a tire fail or hot brakes as a precaution. Captain runs a very professional cockpit and it turned out to be a nonevent. I do not believe this could have been prevented by human intervention. It's part of the inherent risk of flying aircraft.


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


Synopsis: MD-11 flight crew reported a flap disagree in climb out and returned to the departure airport for a successful flaps 10 landing.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: VFR flight to ZZZ at 4500 ft. Approaching ZZZ; ASOS was monitored; winds favoring Runway XX. Announced position and intentions at 10 miles out; 5 miles out; overhead 500 ft. above pattern; entering left downwind; base and final for Runway XX. Only other radio traffic on frequency was a C172 10 to 5 miles out; also approaching ZZZ for landing.On short final to Runway XX; spotted an Air Tractor; turbine agricultural aircraft; on final to Runway XY. I immediately executed a go around; passed opposite direction traffic approximately 300 ft. laterally and 500 ft. vertically. The Air Tractor smoked his tires to make the turn off to the ramp where the agricultural application facility is located.I re-entered the left downwind for Runway XX and landed; taxied to the ramp; and shut down. Airport ground personnel and I had a discussion about the agricultural aircraft based at ZZZ. He noted that at least two of the aircraft are NORDO; and that there have been numerous traffic conflicts at ZZZ due to their NORDO status and frequent operations. They typically hot load; and depart within 5 minutes of landing; using Runway XY irrespective of wind direction due to its proximity to their facility.This situation is a fatal accident waiting to happen. While I realize that there is no requirement to use radios in Class D airspace; there is also no reason why this operator could not equip his aircraft with a single COMM radio; or even a hand held connected to the pilot's helmet. The combination of NORDO; impatience on the part of the operators; and disregard for standard operating procedures and other airport users indicate a lack of safety awareness.




Synopsis: DA-40 Pilot reported encountering another aircraft landing in opposite direction of normal traffic flow without radio communications.
Date: 202011
Local time of day: 0001-0600
Location: GEG.TRACON, WA
Light: Night
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: TRACON GEG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; 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; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was sequencing Aircraft X to follow behind 2 other aircraft. The vector I put Aircraft X on; put him into a 6400 ft. Minimum Vectoring Altitude and he was level at 6000 ft. When I noticed the error; I vectored him away from terrain; climbed him to 6400 ft.; and gave him a low altitude alert. After the alert; Aircraft X said he had the terrain in sight. I should have spent more time evaluating Aircraft X's heading. Since the winds were pushing aircraft further to the east; having a better vector away from terrain to compensate for the wind would have helped the issue.




Synopsis: A TRACON Controller reported a vector was issued to an aircraft which directed it below the Minimum Vectoring Altitude.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: LA-4 A/B Buccaneer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 2;000 MSL after takeoff the engine failed. The LA4-180 with 2 souls on board glided down and landed on a highway 12 miles east of the departure airport. No one was hurt and no damage was done. The aircraft was fixed within hours and an A&P/pilot flew it off the highway and back to its base.The failure occurred because a fuel line nut became loose and vibration caused it to unwind itself; starving the engine of fuel.




Synopsis: When the engine of their LA4-180 failed; due to a failed fuel line connection; the Instructor and Student aboard made a dead stick landing on a highway not far from their departure airport.
Date: 201407
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Flight conditions: Mixed
Light: Dusk
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were starting a descent from FL250 to FL240 when we saw a flash of light and we experienced a total MCP and autopilot failure. We notified ATC and reported the equipment and autopilot failure along with a possible static discharge; but quickly decided the flash of light we saw was the MCP going to bright before it failed. ATC asked if we had a lightning strike and we told them we had not. After landing and contacting Dispatch and Maintenance we powered down the aircraft and all systems returned to normal after powering back up. Maintenance Control said our aircraft had a history of MCP failures; so it was replaced at our next destination.After thinking about the event and even though I don't believe we encountered a lightning strike; we probably should have had Maintenance perform a lightning strike inspection as well.




Synopsis: After suffering the loss of the MCP and autopilot in a 'flash of light' event the flight crew of a B737-300 later considered they might better have had Maintenance do a lightning strike inspection as well.  They had initially believed the flash was the result of MCP lighting going to full bright before extinguishing completely.
Date: 201410
Local time of day: 1201-1800
Location: RFD.TRACON, IL
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E RFD
ATC / advisory: TRACON RFD
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Approach
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: While on break I received a page that we had an emergency.  I was told an aircraft had encountered severe icing in a climb from 8;000 to 10;000 feet.  The icing resulted in the aircraft being unable to maintain altitude; dropping from 9;600 to 1;800 within a minute in what appeared a stall.  The aircraft was able to regain control of altitude and diverted to a nearby airport safely without further incident.  The controller who had relieved me stated she did not know there was icing at 10;000 feet.  During our relief briefing; the relieving controller stated she had the S.I.A. and all associated information.  The S.I.A. had a handwritten strip that had been posted by Approach control regarding light to moderate icing from 10;000 to 11;000 feet.  During the relief briefing I told the controller about occasional icing between 11;000 to 14;000; latest reported by a PC12 at 14;000 with trace rime icing.  I had not received any icing reports at 10;000 for some time.  I had an air carrier pass through the same area recently with no reports of icing at 10;000.We have no good way of posting PIREP information in a conspicuous area.  We have a board on one side to put info on; but is rarely used.  Instead; we typically rely on hand written strips for pertinent information.  Would be nice to have an actual IDS4 at each work station.


Second narrative: I was working Approach control.  I was working Aircraft X; he was level at 8;000 and asked to climb to 10;000. There were icing reports at 4;000; also; at 11;000 and 14;000.  I gave the pilot his requested altitude.  I figured it was to get into better flight conditions. Moments later I heard screaming and a mayday call from Aircraft X which was on a rapid descent down.  He recovered around 1;800 feet.  He did declared an emergency during his dive and once he gained control of his aircraft; I verified his altitude and state his intentions.  He landed at the nearest airport cancelled his IFR and reported safely on the ground.I do not have any recommendations at this time.


Synopsis: Two controllers and one pilot report of the aircraft that encounters icing and drops from 10;000 feet to 1;800 feet.
Date: 201507
Local time of day: 0001-0600
Location: NCT.TRACON, CA
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: [Aircraft X] was given descend via BDEGA1 arrival landing runway 28R; expect visual approach. Aircraft got to CORKK and kept flying to BRIXX which is on the 28L routing.I've already addressed this in another report just like this one.




Synopsis: NCT Controller reports of aircraft not flying the correct arrival to a specific runway.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737-300
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Training / Qualification
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action; General Physical Injury / Incapacitation; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: FL350 aircraft experienced gradual loss of cabin pressurization. Pilots donned masks after Cabin Altitude Warning horn sounded and ran QRH Checklist for Loss Pressurization. It was not a rapid depressurization; emergency descent into ZZZ. No problems with communication between pilots; flight attendants; or ATC. [We] declared an emergency. Cabin climbed to 15;000 FT as we passed FL 180. [We] made a slow emergency descent as we were descending into thunderstorms. Cabin depressurized at 1;000-1;500 FPM the entire time. Removed masks below 10;000 FT. [We] landed on the runway with thunderstorms near airport. [We] had a 16 KT tailwind on landing with shifting winds. Decided to land with tailwind; as I was concerned with 122 people onboard that someone may have needed medical attention. Paramedics met us at the gate and three people were examined; released; and no one was transported. Coordinated with Dispatch and Maintenance Control and recorded the event in the logbook.


Second narrative: [Narrative #2 contained no additional information]


Synopsis: A B737-300 pressurization system failed at FL350 so an emergency was declared; a descent begun and the QRH completed as they diverted to a nearby airport. The cabin and aircraft altitudes met at 15;000 FT.
Date: 201210
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; 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 Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I received a clearance to depart TEB using the RUUDY 4 SID. It was my first time using this SID and I reviewed it and entered it into my FMS. I checked the intersections to assure all loaded properly. Taxi was normal except I had several passengers who had questions about the airport and the New York City area and what we might observe after takeoff. Though I was single pilot in a high performance jet I have flown single pilot for years and also into the New York City area many times. However; the RUUDY 4 was a new departure procedure for me. I had recalled on the TETERBORO 4 which I had gotten many times the Departure called for a 1;500 level off and then climb on to 2;000 after making the initial turn. I observed on the RUUDY 4 similar verbiage but failed to notice that the level off occurred and should maintain 1;500 until passing a RNAV fix and then climb to 2;000. After departure I leveled briefly at 1;500 until the FMS indicated joining the 260 course then climbed to 2;000. Upon further review of the procedure I noted that I should have remained level at 1;500 until passing WENTZ then climbed to 2;000. A contributing factor to my brief altitude deviation was that I checked on frequency with the Departure Controller and advised I was climbing to 2;000. The Controller did not catch my misstated altitude until he notice my Mode C showing 2;000 and advised that I had climbed too early. He also advised that there was not a problem but I should note for future departures that I should have leveled at 1;500 initially then climbed to 2;000. Familiarity with the previous non-RNAV departure procedure and failure to note the climb fix contributed to my altitude deviation. The departure procedure is fairly complicated but certainly not beyond any level of performance that a well seasoned; high timed pilot like myself would have any difficulty flying.




Synopsis: CE560 Captain reports climbing to 2;000 FT early on the RUUDY4 departure from TEB.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was combined everything for the cleansing of the cab.  Aircraft X landed Runway XX Left; and while rolling out I checked for their gate.  They were going to the Ramp as they must have been an International arrival.  I issued them keep their speed up to Tango; traffic two miles in trail; then taxi via Bravo to the ramp and to contact Ramp prior to Bravo [X].  They read it back. Once they exited; I resumed my end of shift clean-up before the first mid shift person showed up in about 7 minutes.  There were no other aircraft to work.  I gave that next arrival the same instructions (to the Ramp via Bravo) and left out the Ramp contact as they are regular users of that Ramp Control.As I continued to clean; the line rang from Ramp Tower.  When I answered they asked me to have Aircraft X call them as the flight was taxiing in without communicating with them.  I hung up the line and tried Aircraft X.  The second call they answered and I told them they should have called Ramp Control at Bravo [X].  The pilot communicating said 'We are working on it.'  I have thoroughly provided anyone going into the Ramp; while the other Ramp closed until traffic picks back up; with the exception of Air Carrier X and Air Carrier Y aircraft the exact communication changeover stated in the previous narrative.  I really do not know what else I can recommend other than them calling as described and read back.




Synopsis: Tower Controller working combined positions reported an aircraft did not call Ramp Tower as expected.