elihoole/asrs-aviation-reports huggingface dataset:
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were enroute to ZZZ on an IFR flight plan. I was the safety pilot on this flight. We were cleared to climb to 7;000 feet. As we approached the target altitude; our rate of climb was excessive; approximately 1;000 feet per minute. I called out a warning at 500 feet to go; 300 feet; 100 feet. I told the pilot flying our rate of closure was excessive at 300 feet to go. Pilot flying flew through our target altitude. I called out 100 feet high; 200 feet high; you're going to bust 300 feet. Pilot flying lowered the nose and descended to our assigned altitude.I often fly with the pilot flying and had not seen this action before. The pilot flying asked me to fly with him. Due to the COVID situation; pilot flying had not flown for a while and wanted to brush up his skills. We flew 6 approaches; airway intercepts and holds.




Synopsis: Pilot reported an altitude deviation due to excessive climb rate.
Date: 201906
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Encountered what we believe was wake turbulence from aircraft on parallel approach. At 1;200 feet AGL the aircraft banked to the left over 60 degrees with an immediate recovery followed by continuing the approach to normal landing. Wind seemed to bring the wake from the aircraft on approach to the parallel runway into our flight path. The other aircraft was 1 to 2 miles in front of us.




Synopsis: Gulfstream 5 Captain on approach to JFK reported encountering wake turbulence at 1;200 feet AGL from an aircraft landing on the parallel runway.
Date: 201411
Local time of day: 1201-1800
Location: LOU.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C LOU
ATC / advisory: Tower LOU
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Automation Aircraft Other Automation; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a practice RNAV approach I went below the prescribed altitude prompting an attitude alert from tower (GPS also gave alt alert). I climbed back to altitude and finished approach. Need to be more vigilant with altitude control on approaches.




Synopsis: BE33 pilot reports descending the below the prescribed altitude during a practice RNAV approach to LOU in VMC. Both the aircraft GPS and the Tower give low altitude alerts.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
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: Pre-flight
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: This was a normal operation and everything was proceeding well during the preflight. The Oxygen mask was preflighted according to section 3 of our Flight Manual the way I had been taught. Our FM states: 'Oxygen Panel: Check that mask is properly stowed and Normal/100% switch is in the 100% position.'Years ago my Instructor said that meant the doors are properly closed and the red mask handle is readily available to place the mask on your face. There was no need to open the doors. Everything checked out according to the FM specifications. Upon our crew rest break the O2 mask was removed and it was discovered that the mask did not match the same type as the Captain's mask. Upon further inspection the O2 mask was not the right type of mask for the O2 mask box that was installed. I knew this was not acceptable because of a previous O2 mask failure experience. When placed in the box the way it was; the mask appeared to be normal until it was removed.The mask appeared to work normally and the discrepancy was reported.




Synopsis: B737 First Officer reported that the crew oxygen mask was not the right type.
Date: 202008
Local time of day: 1801-2400
Location: BWI.Airport, MD
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B BWI
ATC / advisory: Tower BWI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Loaded PALEO 3 Departure out of BWI.  FMS showed an extra point on the departure that was not on the SID.  AGARD appeared in the FMS; but not on Jepps plates.




Synopsis: B737 NG Captain reported the FMS showed an extra point on the departure that was not on the SID.
Date: 201403
Local time of day: 0001-0600
Location: TUS.Airport, AZ
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other After the fact
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was notified by a company representative of a potential FAR 117 violation that occurred approximately 10 days earlier. The potential FAR 117 violation was the result of Flight Duty 'mandatory' extensions that occurred on that pairing. At the time; I was unaware that any FAR 117 rules were (potentially) being breached and I acted in good faith to complete the pairing to the best of my ability and knowledge. At this point; it is my understanding that a flight operations team (along with the Federal Aviation Administration) will be looking into the behavior of Crew Scheduling to determine if there were misinterpretations and/or inappropriate applications of the new FAR 117 Time Limitations and Rest Rules that took effect earlier this year. Again; I was unaware (at the time) of any breach and acted in good faith to complete this pairing; as would be expected of me when acting in my capacity as First Officer. The primary cause of the event (if there was; in fact; an FAR 117 breach) was the likely misunderstanding of the proper application of FAR 117 during contingency operations. I believe clear guidance should be given to Airline Crew Schedulers by the FAA regarding the proper application of FAR 117; particularly during contingency [/irregular] operations. There are elements within FAR 117 that are somewhat ambiguous and highly open to 'interpretation' which may result in potential scheduling abuses and unsafe operations. Furthermore; both pilots and Flight Operations Safety Managers (including the Chief Pilots' Office) need to be provided clear; unambiguous FAA interpretation; so that any potential unsafe or aggressive 'interpretation' is held in check; thus promoting safety above 'mission completion.'




Synopsis: An A321 First officer reported he had been advised of a potential FAR 117 rules violation during irregular operation of a trip some 10-11 days previously by a company representative.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: This is a constant issue facing flight crews today. I have previously written a report regarding the unsafe pressures of the new on time departure initiative and will submit another one for this event. I arrived at the gate for our originating flight about 32 minutes before departure. The Operations Agent welcomed me and checked my ID. He then asked if he could send the unaccompanied minor down with me. I told him '....no; I still have to get on the plane. Stow my belongings. Check the emergency equipment and do a security sweep. We will need about 4-5 minutes...' He replied; '....The other crewmembers will probably do your checks for you....and if I give you a few minutes you are going to be late....' I told him 'I was sorry if it caused a delay; but these were mandatory and necessary procedures that needed to be accomplished before we even start boarding....'. He then told me again '.....well; then you are going to be late....'. I then asked for the extra time again and proceeded down the jetbridge. There was no extra time for a briefing with the pilots. Even though I completed checking my equipment and security sweep necessary for preflight; I feel this procedure to get the plane out early or on time is creating an unsafe atmosphere; pressure to perform at an unrealistic pace; and creating friction between inflight and ground personnel. Flight crews NEED adequate time to mindfully perform necessary and safety related checks. The pressure to quickly do these procedures needs to stop before an unfortunate event makes us have to rethink the procedures anyway.




Synopsis: A B737 Flight Attendant reported a Gate Agent threatened a delay to their flight was possible if he did not take an unaccompanied minor on the aircraft after he refused because it was the first flight of the day and time was needed for security checks and crew briefing.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Recieved aircraft weight and balance with unchecked [dangerous goods document] containing radioactive material UN2915 AND [dangerous goods form] for a different flight.




Synopsis: Air carrier load planner reported HAZMAT dangerous goods document incomplete and for incorrect flight.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport; Company Policy; Procedure
Primary problem: Company Policy

Narrative: I was assigned Flight XXX. My day was going perfect I had all of my bags on the airplane 30 minutes before departure. All of a sudden [the gate] received 3 police cars; an Ops vehicle; an ambulance; a ladder truck and 2 [SUVs] on the gate. I was looking to see what was going on and making sure they didn't park inside the [Aircraft Safety Envelope Zone] as [both gates] where going to push in the not 30 minutes or so. I loaded my jetway bags on to my airplane and I noticed the gate crew on [the adjacent gate] pulling the aircraft wheel chocks. I walked over to the gate and noticed the [SUV] inside the [Aircraft Safety Envelope] of [the adjacent gate]. So I approached the lead on the gate and he stated [the] supervisor gave him the approval to push the airplane with equipment inside the envelope. I told him not to; as I turned around to make contact with the pushback driver; he started to push the airplane. I went over to speak to [the supervisor] and asked him why he would authorize someone to push an airplane back with equipment inside the [Aircraft Safety Envelope]. [The supervisor] answered [that] he went and spoke to [the Safety Officer] about it and stated EMS equipment is exempt from the [Aircraft Safety Envelope] clearing rule. [The supervisor] at that point told the lead to push the airplane. As the airplane pushed I looked up at the shot clock and noticed they pushed the airplane early. At no time did anyone try to get the equipment removed. In the past 6-8 months [the station] has seen an up rise in management telling people to break the rules. If [the station] wants to truly lead the airline in a safety culture; then I believe they should start acting like it. We as a station have pushed airplane into; and we manually pushed an [aircraft] out of gate.




Synopsis: Ramp Agent reported that an aircraft was being pushed from the gate with vehicles in the safety envelope zone.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors; Manuals; Procedure
Primary problem: Procedure

Narrative: ZZZ1 X sector called ZZZ X sector; which owns 33000 and above and asked them to descend both aircraft to 31000 feet. ZZZ1 never pointed out the aircraft to me at the ZZZ Y sector. Upon calling ZZZ1 and asking the controller he responded with 'that's not my job; I told the ZZZ X sector to descend him; so that's their coordination.' I told him that I believe he was incorrect and that he should look up the procedure. This is a safety event because we often have traffic at 32000 feet; luckily at this moment we did not; but ZZZ1 X sector has been misinformed on coordination procedures.ZZZ1 X sector needs to know that when they have another sector issue control instructions; they are in fact responsible for any additional coordination that that aircraft may need with surrounding sectors. I feel that if the controller that did this does not hear he was in fact wrong; he will surely have a safety event involving a loss of separation. Luckily; these two aircraft in this situation were two separate airspace violations; so we did not have a loss of separation involving two aircraft.




Synopsis: ATC Center Controller reported improper coordination by an adjacent Center Controller; due to an apparent misunderstanding of standard procedures.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: 10
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just leveled at FL360 when Number1 Low Fuel Pressure light illuminated. Before locating and performing the checklist items; Number 1 FADEC Fault light illuminated. Shortly after; Number 1 engine compressor stalled and reduced power. Declared an emergency and requested heading to nearest suitable airport with decent weather and lower [altitude]. After completing the check list and descending some the engine returned to normal. We removed our emergency status with ATC. Even though we were over max landing weight; we were aware of the fact that the A/C is designed to land at max takeoff weight as long as the touchdown was less than 360 FPM. We landed much less than that; therefore no inspection was required. We chose to be conservative and the passengers were nervous about continuing after experiencing the compressor stalls.


Second narrative: [Narrative 2 had no additional information]


Synopsis: BAE-125 flight crew reported low fuel pressure; a FADEC1 light; and power rollback. The crew declared an emergency and diverted to the nearest suitable airport for an uneventful overweight landing.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the flight instructor and the pilot in command of a BE-76; however I was the pilot not flying. My commercial multi-engine student was the pilot flying. After completing the run up and Pre-Takeoff Checklist; my student requested right closed traffic from Runway 27R. Immediately after takeoff my student reported to me that he is having difficulty holding the back pressure for the climb. I immediately declared 'My Controls' and took control of the aircraft. From this point forward; I was the pilot flying and my student was pilot not flying. I quickly realized that the issue was related to the elevator trim control and noticed that the elevator trim wheel is rotating loosely. At this point I was still in the upwind Runway 27R. Immediately after; I contacted the Tower and requested a landing clearance as I could not keep the aircraft climbing. Tower issued me a landing clearance on any runway. I declared to Tower that I would like to land on Runway 17 as it seemed the safest choice. I landed the aircraft safely; smoothly; and normally on Runway 17 and no damage of any kind (to the best of my knowledge) occurred as the result of this landing. The aircraft Mechanic verified this fact. Also; no bodily injury of any kind occurred to my student or me at any point during this flight.




Synopsis: A BE-76 student had difficulty holding back pressure to climb after takeoff; so the instructor took control; declared an emergency and land safely where a disconnected elevator trim was found.