elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1801-2400
Location: ZME.ARTCC, TN
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Center ZME
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown
Anomaly: Deviation - Speed 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 Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After being cleared to descend via the FNCHR RNAV STAR to ARG on descent into Memphis we were vectored off the arrival for spacing several times. The arrival had been briefed and all constraints had been verified in the FMS. We were then cleared direct to FNCHR and; once again; to descend via the FNCHR arrival. What I didn't notice was the speed constraint of 290 KTS at ARG had dropped out of the FMS after being cleared to FNCHR. The FMS conducted an econ descent. I was distracted by the frequency change to MEM Approach and I told the pilot flying to start slowing to 290 KTS late. By the time we were established on the arrival at FNCHR we were at 300 KTS. Just prior to FNCHR we were asked what our speed was. We replied with our speed and we were recleared via the FNCHR arrival. For the rest of the arrival all constraints were complied with and [we made] an uneventful landing.As the pilot not flying and PIC I should not have let the distractions take me away from my not flying duties which led to the late speed reduction on the arrival. I need to insure better situational awareness and experience now to verify constraints after new clearances to rejoin an arrival have been received.




Synopsis: When; following spacing victors; the flight crew of a B757-200 was re-cleared direct to FNCHR and to descend via the FNCHR RNAV STAR the flight crew failed to note a speed restriction previously programmed at ARG on the STAR was no longer an active part of their new clearance. As a result they failed to cross FNCHR at the charted 290 KTS.
Date: 202104
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Exited Penetrated Airspace
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I observed an aircraft within the confines of Restricted Airspace R2501. The airspace was hot up to 28;000 feet. I gave the pilot a descent to 29;000 feet which he read back as confirmed by falcon replay. I then noticed the pilot had busted his altitude descent restriction. I noticed at around 25;200 feet and gave him an immediate climb to 29;000 feet to remove himself from the airspace before I made any more inquiries. I attempted to call the BEARMAT (R2501 controlling facility) however they observed the beacon code and called me. I informed them that the pilot deviated and is removing himself immediately. They informed me there was 'nothing going on in there'. After the pilot reached 29;000 feet I asked what his clearance was according to him. He stated descend via the ANJLL Arrival now to 29;000 feet then descend via or something to the likes of this. The pilot was given the brasher phone number so we could figure it out via the front desk and falcon replay.  If the arrival into Los Angeles had a restriction at SALYY like the east arrival does these events would be significantly less than they currently are. It is not relevant to this event but I have been on a D Side calling BEARMAT when an aircraft went within the confines; and on that phone call I was told; 'Well they are shooting missiles off in there so.' The airspace dilemma that stands with R2501 already is no excuse for there not to be a restriction for the moments at least the airspace is released at FL290.




Synopsis: A Center Controller reported an aircraft descended below its assigned altitude and into a Restricted Area. The reporter has witnessed this occurring at other times and suggested a fix with an altitude restriction above the Restricted Airspace as is done on other routes.
Date: 202107
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Intake Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising 9;500 ft. MSL indicated from ZZZ direct ZZZ1 in Grumman Traveler AA5. Sudden loss of engine rpm followed by severe vibration. Emergency procedures followed and [requested priority] with ATC. Received heading from center to HSI 20 miles north north west. Could not maintain altitude but had enough partial engine power to reach HSI and circle to descend and land. Determined intake valve broke on cylinder #3 and caused power loss.




Synopsis: Grumman Traveler AA5 Pilot reported loss of engine power in cruise; diverted and landed.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Time Pressure; Other / Unknown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was called by the A&P that my airplane was ready after the annual inspection was completed. I arrived at the airport at approximately XA00. I performed a through preflight inspection. Engine start was normal. I did a normal run up after the engine was warmed and all indicators were in the green. I performed a static run up and rpm were with in limits. The takeoff and climb were uneventful. Skydiving operations were in progress above the airport at 9;000 feet. I decided to fly east of the airport to stay out of their way. All engine gauges were in the green. Then at 2;300 feet. I noticed the oil pressure indicator moving to the left indicating loss of oil pressure. I turned the airplane towards the airport; advised ATC. I realized there was not a safe place to land between my position and the airport. I picked a deserted portion of land. Performed forced landing checklist items and made a normal landing.




Synopsis: AA5B pilot reported the loss of oil pressure and the resulting off airport landing.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a simulated medical pickup using NVG I over torqued the helicopter because I had overlooked turning the landing lights [on/off?]. When I realized how close I was to the ground I pulled in collective and over torqued. I did not pull the circuit breaker to see how much I had exceeded the limits until landing at base which was 3 minutes away. I should have notified [Dispatch] immediately. I thought the torque warning was flashing once per second and all systems were normal.

Callback: Reporter states that this practice landing was to an inactive runway with no lights what so ever in the landing zone and the intent was to have the landing lights turned on. Normal accident scene landings have numerous emergency vehicles in the area with lights flashing and a completely dark landing zone is very rare.



Synopsis: Helicopter pilot reports over torquing the gearbox during a practice NVG landing due inability to see the ground approaching; then flying back to base.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: APU
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Chart Or Publication
Primary problem: Company Policy

Narrative: It was one of the first deicing events of the year. The station wanted to tow the plane over to the deice pad.  While being towed; we started the engines; and deiced without incident. After the deice was complete; we realized that the APU had been left on the entire time.  They sprayed in place/towed to pad deice checklist does not direct the crew to run an after start checklist; or to ensure the APU is off prior to deicing--there is a note at the end of the checklist that directs us to ensure the APU isn't on during the deicing process.The deice checklist should be rewritten to include a 'deicing configuration' that is consistent among types of deicing used.  And there should be a specific note about the APU being off prior to the deice; or preferably a checklist item to turn it off.




Synopsis: DH-8-400 Captain reported having the APU on while being deiced when it should have been off. The checklist layout is cited as contributing to the mistake.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout of ZZZ; flight attendants called to say they smelled smoke; shortly after we could smell an acrid smell in the cockpit while climbing thru FL340. Upon reaching our cruise altitude of FL360; we noticed high engine vibration indications on the right engine (N1-2.7) indicating amber. After running the checklist for high engine vibrations; we [advised ATC]; contacted Dispatch and returned safely to ZZZ.




Synopsis: B757 flight and cabin crew reported acrid smell during climb. Engine indications showed high vibration causing flight crew to advise ATC and return to departure airport.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
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: Communication Breakdown; Distraction; 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: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Cleared to descend via ZZZZZ4 landing north. Aircraft altitude was in descent above FL270 when cleared for the STAR. I selected 6;000 [feet] and verified with First Officer. We were in the clouds; bright sun and extremely dim Navigation Display and Primary Flight Display. CONSTRAINTS was selected and I could not see the ALTITUDE display nor the constraints on the ND or PFD. I shielded the screen and saw that we were passing FL255 outside of ZZZZZ1 where the restriction is +FL270. I immediately called ATC and they instructed us to descend to FL240 and resume the STAR from there. First Officer and [Relief Pilot] stated they could not see the altitude display. Inadequate instrument illumination. Aircraft not providing glide path guidance in COMMAND mode. Upgrade 330-300 displays. The fleet has acknowledged this problem with no remedy.




Synopsis: A330 Captain reported missing a crossing restriction because the aircraft did not fly the glide path and the ND and PFD displays were illuminated too dimly for all three pilots to see the altitude display.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control combined with Local Assist early in the shift. A Controller came in and was assigned to open up Local Control Assist. He came over to the position; plugged in; sat down and pulled out his cell phone hiding it between his legs to conceal it from the supervisor. He turned his cell phone on and looked at it as he told me he was ready. I asked him if he was really ready and he said he was; still looking at his cell phone. I asked again if he was really ready and he replied 'Yes; I am really ready;' as he looked toward me. I gave him the position relief briefing. After this he went back to looking at his cell phone. Workload was relatively light; but his web-surfing was still distracting to me and I was not happy that his attention was more focused on his cell phone than on the traffic. Do not allow cell phones in the control area.




Synopsis: Local Controller expressed concern and frustration with his fellow worker who continually used his/her cell phone even after multiple questions regarding readiness to work and attention to duties.
Date: 201309
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Other / Unknown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Declared Emergency
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were given hold along with an EFC.  After calculations and considerations of weather and traffic flow; I declared minimum fuel.  Controller advised expect landing in 30 minutes (or later).  I offered to hold for 10 minutes.  Controller said unable.  I declared minimum fuel again.  Controller advised that we must declare a fuel emergency to get priority.  On entering hold I again offered to hold for 10 minutes.  Controller advised we must declare a fuel emergency; which I did.  Approach and landing were uneventful with approximately 33;000 fuel remaining.


Second narrative: [Narrative #2 contain no additional information.]


Synopsis: A B747-400 Captain felt compelled to declare a fuel emergency in order to get priority handling when he deemed ATC holding to be excessive.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Icing
Aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Operator: Government
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Ice/Rain Protection System
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Airspace Structure; Weather; Aircraft
Primary problem: Weather

Narrative: Aircraft X departed originally VFR under IFR conditions. TRACON was able to give IFR clearance. Aircraft X was level at 5000 ft. Upon entrance into the sector; they encountered icing conditions. Aircraft X was [issued a] climb to 8000 ft. and got out of the icing. Enroute to original destination; pilot asked for a diversion to ZZZ airport due to fuel. I cleared and gave aircraft pilot's discretion clearance to 5000 ft. That put aircraft back into icing conditions of which then icing equipment malfunctioned. Pilot asked for a descent out of the icing conditions. I issued a descent to 4900 ft. which was the lowest MIA (Minimum IFR Altitude). Pilot took the descent but continued to descend. Pilot was not able to maintain altitude and continued descending. We were looking for a safe place for the helicopter to land. Also; wanted to keep aircraft out of the clouds due to icing. Aircraft X requested priority handling. I tried to assist the best way I could due to the conditions. Pilot reported being in moderate to heavy icing conditions and was unable to maintain altitude.




Synopsis: Center Controller reported a helicopter descended through minimum IFR altitude due to icing.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Fatigue; Troubleshooting; Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: I changed the sensor per fault code #27-XXXXX; F Prox Sensor; FIM 27-XX-XX-XXX-XXX. No help noted; OP/CK failed; made logbook entry and turned the job over. It was due to AMM picture and not enough lighting; hard location; limited material and during the work; they moved the airplane one place to another place. I will be very careful to follow the AMM R and R (Remove and Replace); will take picture before removal. Also will check if the parts can be installed backwards.




Synopsis: Technician reported installing a proximity sensor backwards and not passing the information down to the oncoming shift correctly.