elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On turn for taxiway A aircraft was moving at a faster than necessary pace. When instructor told student to brake student did. Power was at idle. Brakes locked up and skidded off taxiway onto grass. Was unable to get wheel back on taxiway due to curb height.




Synopsis: A flight instructor reported that the student pilot taxied a C172 at an accelerated speed and was unable to stop the aircraft before skidding off the taxiway.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Airspace: Class E 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: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When I woke up early this morning I felt really tired; more than usual; and when I got to the airplane I found it really hard to stay focused on doing my duties. This is day five (5) for me. I picked this trip up out of open time which would have put me at 8 days off total for the month but I thought I could have completed this trip having one (1) day off and then finishing the month with a four (4) day trip. The Captain asked about my schedule and agreed that I was not fit for duty; in the last week I had about an average of 5 hours of sleep per night.  The Captain and I completed the flight with no errors or threats. I've learned that I have to manage my rest and sleeping patterns better.




Synopsis: CRJ-200 First Officer describes fatigue accumulated over a month of flying due to insufficient time allocated for sleep. The First Officer did not remove himself from the trip although he believed he was not fit for duty.
Date: 201901
Local time of day: 0601-1200
Location: SPG.Airport, FL
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E TPA
ATC / advisory: TRACON TPA
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed SPG on an IFR flight plan. Instructions from SPG tower stated depart runway 07 turn left to 270 and climb to 1600 ft and then climb to 3000 ft and then 8000 ft. I departed and climbed to 1600 ft and immediately called ATC with no response; tried for another 5 min. With no response; I thought he was not able to hear me because we were too low; so I climb to my IFR flight plan instructions. Finally I was able to talk to the controller and he [gave me a phone number to call] with no instructions as why I had to call that number. Tried to call the number multiple times and the phone number is disconnected. This is the first time I have landed in SPG and did not get clear instructions from the tower and ATC did not respond to my calls for 5 or more minutes so I proceeded to my assigned IFR flight plan. I think the Air Traffic Controllers were overworked due to the temporary government shutdown and I did not get precise instructions from the tower.

Callback: Reporter stated; 'What should he have done?' ATC said he should have squawked 7600; but he could hear them and knew his radios worked. Reporter also stated this was going on during the furlough and he thought the Controller was overworked and handling too many aircraft. Reporter asked for someone to look into the airspace and try to fix it.



Synopsis: GA pilot reported being unable to reach ATC after departure; when radio contact was made; ATC advised the pilot of a possible deviation.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Bag arrived at ZZZ airport with battery attached.




Synopsis: Ground employee reported battery powered smart bag arrived at destination with battery attached.
Date: 201508
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Denver 9 Special! Denver 9 handed me three aircraft that were red alert within 30 miles of my airspace all at the same altitude. All aircraft came from Denver 9 heading eastbound on conflicting courses. Aircraft Z was the furthest of the three north; then Aircraft X then Aircraft Y the furthest south. I got control for turns from Denver 9 to turn Aircraft Y 30 degrees left to go behind Aircraft X.  Aircraft Y was also on a collision course with Aircraft Z. After getting Aircraft Y a safe 10 miles behind Aircraft X with a vector I had to turn Aircraft Y to the right and give him a route change to keep him from losing separation with Aircraft Z.Denver center is; on a daily basis; handing us aircraft that will lose separation within 30 mile from our airspace. A lot of time when we bring it to their attention they become belligerent and argumentative! Most often when we as controllers bring it to our supervisors they shake their head and chuckle.




Synopsis: ZMP Controller reported of ZDV giving him a situation where three aircraft will be a conflict within thirty miles of entering his airspace. Controller tried to get Denver to fix the problem; but instead was given control of the three aircraft to fix it himself.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight and flight operations had been routine and unremarkable during the Part 91 reposition flight. I was pilot monitoring during the ILS approach. The pilot flying (PF) was using the autopilot to fly the coupled approach. 'Before Landing' checklist had been completed up to the call for landing gear extension. The PF called for landing gear down at the glide slope intercept. The gear extended and locked normally; but as the gear locked in place; the 'PWR BRK LOW PRESS' and MASTER CAUTION lights illuminated. I called out the annunciator lights to the PF and referenced the Abnormal Procedures checklist. The PF executed a go around at approximately 600 ft. AGL while I notified the Tower Controller. The Tower issued us vectors and transferred us to Approach. We requested vectors from Approach while we ran the checklist.  The PF engaged the autopilot and we went through the steps listed for the power brake system failure checklist. The lights remained illuminated at the completion of the initial portion of the checklist. We continued to read through the steps for landing with a failed brake system and briefed the appropriate actions. At that point we decided to divert [to a nearby alternate] to take advantage of the available runway length. We notified the Approach Controller. We continued to brief the actions necessary to comply with the guidance in the abnormal procedures checklist while resetting the aircraft for an approach and landing. We also notified the Controller that we would need a tug to move the aircraft from the runway after touchdown. The PF flew a normal approach to touchdown; called for ground flaps; and applied braking pressure with the emergency brake system. The aircraft came to a full stop on the runway. We advised the Tower that we would need a tug to tow us to the ramp and that no further services were required.




Synopsis: CE-525 First Officer reported landing safely after experiencing a 'PWR BRK LOW PRESS' Master Caution warning on final approach. The emergency brake system was used to stop the aircraft on the runway.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Training / Qualification; Distraction; Human-Machine Interface; Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Given 210 heading out of our departure airport. Then given direct a route fix. I put fix in top; executed; went into LNAV mode; moved both switches to LNAV and confirmed LNAV on scoreboard. Aircraft started turn and I started collecting my approach plates and getting out the destination approach plates because there was weather in that area and I was uncomfortable with having to do a LOC approach since the aircraft was not capable of doing the RNAV. I wanted some time to review the procedures and the plates. Center called and asked if we were direct the cleared fix at which time I looked at the box and it said not on intercept heading. Box was locked up and airplane had gone into HDG mode. I was finally able to bring the fix on top and without abeam points it would take direct. I executed went back to LNAV and it turned to the fix with no further problems. Better software and modernization of the fleet. And as I have mentioned on previous reports; the system needs to tell you if it kicks out of the mode you have selected. A simple warning light on the glareshield would be perfect. We spend copious amounts of time on minuscule details that make no difference yet for years we have turned a blind eye to a glaring safety of flight issue that has a very simple and easy fix. There will be a time when an aircraft kicks out of VNAV into vertical speed with 0 set and the holes in Swiss cheese line up or the airplane gets to a point and kicks out of LNAV and goes into heading select putting itself into danger. A simple flashing yellow light could save the day.


Second narrative: [This Report contains no additional information.]


Synopsis: A B737-300 FMC transitioned from LNAV to HDG SEL after a down track fix was selected and activated but the pilot did not see the error until ATC questioned the aircraft's track.
Date: 201906
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise; Descent
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure out of ZZZZ and climbing through approximately 15;000 feet; the First Officer; as the Pilot Flying; attempted to engage the autopilot. He was unsuccessful in his attempts to engage either autopilot. We coordinated to remain out of RVSM airspace and stabilized the aircraft situation to include PF duties and backup monitoring. Myself; as the Pilot Monitoring; troubleshot and coordinated with ATC; Dispatch; and Maintenance. After concluding the troubleshooting phase; it was determined that we would not recover any autopilot for the 5:30 min flight. Additionally we would not have enough gas to go to ZZZ. After coordination with the Company; ZZZ1 was determined to be the best diversion point. When entering Center airspace; we [advised ATC] due to the increased traffic volume and the more dynamic flying environment of the descent and approach phase; particularly after a fatiguing 4 hours of hand flying and troubleshooting and diversion coordination. An uneventful landing followed and Maintenance took the aircraft to the hangar to fix a hard wire issue.




Synopsis: Air carrier pilot reported both autopilots malfunctioned and they had to hand fly an international long distance flight and divert to a closer airport.
Date: 201511
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: Parked
Aircraft component: Cargo Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness; Time Pressure
Second reporter function: Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight was scheduled as an AM turn. Due to a tail swap the flight was significantly delayed. The flight duration was longer than scheduled due to enroute weather. I had a perception of a need to rush due to the late arrival. During loading I offered to close the cargo door if loading was complete; something I usually do not do on a turn. For some reason; I expect partially due to fatigue with the day longer than what I had anticipated; a sense of urgency and trying to move things along; I had a flawed mental model of what I was looking at when I cleared the area around the door before closing. I looked outside the door; saw no loaders moving around; and saw the lower portion of the loader on the ground away from the aircraft. I started lowering the cargo door and almost immediately realized that the upper portion of the loader was up against the aircraft. I tried to reverse the movement of the door; but it was too late. The cargo door descended until meeting the resistance of the railing on the loader; then reversed itself. My flawed mental model; insufficient clearing; false sense of a need to rush and fatigue level all contributed to a remarkably poor decision that I never would have thought I could make.


Second narrative: After the cargo door contacted the loader during loading the mechanic performed an inspection for damage; which should have been entered into the logbook.


Synopsis: During turn-around preflight; pilot assisted with cargo loading and closed cargo bin door while the cargo loader was in place. The door contacted the loader railings. Pilot did not enter the event into the aircraft logbook prior to the required maintenance inspection.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just left 14;000 FT descending to 9;000 FT. Not long after we started descending I noticed an odor in the cockpit. At first I thought the air conditioning had gone to full hot and was pumping out heat. I checked the duct temp and it was showing below 20 degrees. Right after that the Flight Attendant called and said the cabin was filling up with smoke. Shortly thereafter; smoke appeared in the cockpit coming through the First Officer's lower air duct. We then proceeded to secure the aircraft and completed the required checklist to vacate the smoke. About 3 or 4 minutes had passed and the Flight Attendant reported no change in the amount of smoke in the cabin. With a major airport being the closest airport; we advised ATC of our situation declared an emergency. About 5 min from landing the Flight Attendant informed us the cabin was secure and that the smoke was finally clearing out. Landing was uneventful. After landing; the fire crew checked out the aircraft and we informed them that the smoke had stopped. We then taxied to the gate with the fire crew. Once at the gate passengers were met and brought into the gate area.  All passengers appeared to be OK as they deplaned. No one was complaining about any health issues.I believe the smoke was coming from the bleed air system. Flight Attendant notified us of the smoke in the cabin; we then proceeded to the checklist; shut down the bleed air system as we descended to 9;000 FT.




Synopsis: A DHC-8-200 Flight Attendant reported the cabin filling with smoke shortly before smoke entered the cockpit during descent. An emergency was declared; the QRH completed and as the flight diverted to a nearby airport the smoke began dissipating.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Trinidad TB-20
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While on an IFR flight plan flying at 9;000 feet; my engine stopped responding to the throttle. Engine still running; I declared an emergency and received support from Approach to descend to land at a suitable airport. The Air Traffic Controller was excellent and provided outstanding assistance. Landing was safely accomplished after engine was shut down on short final. I called ATC on ground with number provided by controller in air to tell them I was down safely. They did not ask for any more information. After landing; a certified A&P Mechanic removed the aircraft cowl and discovered a bolt had fallen out of the throttle linkage. He replaced and reinstalled a new appropriate bolt and installed a cotter pin in the bolt. He inspected the rest of the linkages. We ops checked the engine and it worked perfectly. He certified it for flight and after I ground checked the engine; I re-filed my IFR flight plan and was on my way. Rest of the trip was uneventful. The date of my last annual; they installed a Lycoming Factory Remanufactured engine. The reason I am filing this report is that today I got an email from FAA Safety regarding similar problems on helicopters (problems with connectors). While I have no evidence the bolt was not installed correctly; I wanted to get this incident in your data base for our General Aviation Records.




Synopsis: TB20 pilot discovers failed throttle linkage at 9;000 feet and with ATC assistance a successful emergency landing is accomplished with the engine shut down on short final. A bolt was found to have fallen out of the throttle linkage. A rebuilt engine had been installed approximately eight months ago.