elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0001-0600
Location: VPZ.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: TRACON SBN
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Human Factors

Narrative: I filed an IFR plan from VPZ routing CRG OMN. I received a confirmation email form with the expected routing as filed. This trip is one we routinely take. I called SBN clearance on the ground transmitter frequency and received the IFR clearance as filed; 3;000; expect 350 in 10 and contact SBN on 132.05 and hold for release say runway; which I replied 27. We also received a Zulu time which I misunderstood as a void time. I taxied to Runway 27 and called SBN clearance again and I had a different person. They gave me the clearance again; but I did not hear anything about a hold. I departed in VMC conditions and called SBN in the air on 132.05 but they were surprised to hear from me and asked for an ident on code 1354 as assigned in the clearance. SBN gave me heading 090 and radar contact. The SBN Controller then advised that we would have to hold for 45 minutes; we requested a return to VPZ. After landing I called SBN clearance on the ground to ask what was going on. I was advised that Florida airspace was not accepting any flights and to keep the same clearance and code and to call back in 45 minutes. I called back got the clearance and completed the flight. I was confused by the expect departure clearance time [EDCT] as I have never heard that phrase before and thought we had a void time. If SBN had mentioned a ground hold the instructions would have been clearer.




Synopsis: EA-500 pilot departing VPZ is given an expected departure clearance time with his clearance; but is not familiar with the phrase. After takeoff ATC assigns a 45 minute hold due to Florida airspace not accepting any aircraft. Reporter elects to return to VPZ to wait out the EDCT.
Date: 201410
Local time of day: 1201-1800
Location: SDF.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C SDF
ATC / advisory: Tower SDF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Tower advised two aircraft circling Papa John's stadium to remain west of our departure corridor; and one aircraft over downtown to remain east of our departure corridor. Tower controller then issued traffic alerts to us and cleared us for takeoff via the SID. Approximately 1000 FT we received a TCAS warning to maintain vertical speed. I switched to TCAS view on my PFD and it showed us passing directly overhead a target at 400 feet. Traffic was not seen. RA then instructed us to level off momentarily before indicating clear of traffic. In retrospect; I'm not sure if the offending traffic either had time to clear out or misjudged our path; however next time I will be more assertive with the tower to ascertain the locations of the traffic and insuring they are well clear before beginning the takeoff roll.




Synopsis: Widebody pilot reported NMAC departing SDF.
Date: 201410
Local time of day: 1801-2400
Location: TYS.Airport, TN
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class C TYS
ATC / advisory: Tower TYS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: aircraft was configured for take off on runway 5L. Take off clearance was received with a Climb to 6000 feet on a 050 heading; normal take off continued after rotation Speed hold was called for at that point both Flight Directors as well as the speed selected disappeared from both PFDs. Captain (Pilot monitoring) informed tower that we would want to remain with them and would be returning to the airfield. We were instructed to make right traffic at or below 2500 feet. upon entering the downwind at 2500 feet for 5L the flight directors returned; and autopilot was engaged; we then received the GPWS terrain advisory and climbed to 3000 feet advising tower were doing so. The flight then continued for a normal visual approach to runway 5L. threats: task saturation; night time; degraded automation; mountainous terrain undesired aircraft state: GPWS for terrain resulting in the immediate necessity of climbing. I have learned to keep my Situational awareness level higher now especially when operating at airports that include mountains etc. Looking back we should have queried about left or right traffic knowing that there were terrain considerations on the right downwind.




Synopsis: EMB-145LR First Officer reported getting a terrain advisory from GPWS in the pattern at TYS.
Date: 201510
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: ATC assigned a new altitude crossing restriction at MAYOS intersection on the IVANE5 RNAV arrival of FL220 instead of the published between FL260 and FL240. At the same time they slowed us to 250 KIAS instead of the published 280. This was done very late and we were unable to both slow and descend. We were flying an [a heavier A320 series aircraft] at a high landing weight and it was not physically possible to make the new restriction. We asked for and got the restriction deleted and we did a 'best possible descend and slow'. There were no conflicts or issues in this instance.ATC has made it a habit to change the crossing restriction at MAYOS. I am told it is a 'turf war' between Washington and Atlanta Centers. However; I have never flown the IVANE arrival as published. One thing that is always changed is the crossing restriction at MAYOS is changed to FL220 from between FL260 and FL240. This alone is a problem as we as pilots have to wait for ATC to give us the change for us to put it into our FMGC and then allow the aircraft to recompute or we have to override the automation and hand fly.In addition; we were given this clearance late and they compounded the issue by having us slow below the normal published descent crossing speed. All of this became impossible to accomplish as a [heavier A320 series] at high landing weights just will not slow down and come down that fast. We were forced to tell ATC that we could not comply with the newly assigned restrictions.ATC has been issuing a crossing restriction at MAYOS that is different than what is published. They must figure out what they want at MAYOS and publish it that so we can properly fly this arrival. This is a 'minor' problem; but it is happening every day and will eventually cause a 'major' problem if not fixed. We need to have the arrival published with a reasonable expectation that we will fly it as published. Right now that is not happening and ATC must be forced to fix this issue.




Synopsis: Pilot reported of being assigned a new altitude crossing restriction instead of the published restriction. Pilot was also told to slow 30 knots more than the published speed. Pilot advised they could not slow down and get down and asked for and received relief on the crossing restriction.
Date: 201306
Local time of day: 1201-1800
Location: ELP.TRACON, TX
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ELP
ATC / advisory: TRACON ELP
Reporter organization: Government
Reporter function: Departure
Human factors: Distraction; Communication Breakdown; 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 Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure; Staffing
Primary problem: Ambiguous

Narrative: B737 departed Runway 4 at El Paso; runway heading. My trainee radar contacted B737 and told the a/c to maintain 8;000 feet for traffic (an IFR over flight above B737 at 9;000 feet.) A few minutes go by and I tell my trainee to turn B737 direct SSO to avoid restricted airspace. A few minutes later B737 is on course and ZAB had taken the hand off. My trainee goes to ship B737 to Center and I notice he was level at 8;000 feet. I key up and ask B737 if he is climbing; and said no he was assigned 8;000 feet. I climbed B737 to 17;000 feet and shipped him to Center but at that time; although B737 was above the height of all obstructions; the MVA he was in was 9;000 feet. At the time we were working the radar east position in the TRACON.There was a Controller in the back of the room having a loud conversation with the Supervisor. Although the Supervisor was trying his best to listen in to me and my trainee; the Controllers' voice was over powering. I would recommend that if you are not needed in the TRACON; you are not allowed in the TRACON. The guy I was training had less than 20 hours and as much as I was trying to listening in; the other Controller in the room was very distracting and his presence not necessary. We have SID's and STAR's at ELP; but when we are on Runway 4 like we were today; there is no STAR going west bound off Runway 4. If there was a STAR off 4 west bound that actually worked; unlike our other SIDs and STARs; this problem would not have occurred if we had a west bound SID off [Runway] 4.




Synopsis: Aural distraction during Departure Controller training contributed to the failure of the trainee to assign a higher altitude to a departing B737 off ELP. The departing aircraft was briefly below the MVA; although above all obstacles.
Date: 201509
Local time of day: 1201-1800
Location: C90.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E C90
ATC / advisory: TRACON C90
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: Climbing out; passing about 16;000 ft; we got a Master Caution Door with the aft service door light illuminated. QRH had us call Flight Attendant to check door handle. FA (Flight Attendant) reported the handle slightly 'up' but returned to 'down' position. Door light went out so no further Crew action required. Upon passing FL340 we got another Master Caution Door with aft service door light illuminated. Called FA again they stated the door handle 'up' slightly. When asked if they thought there was a problem with the door; they stated that it was the liquor bag they had hanging on the door handle and that when they were removing it they were raising the handle to the unlocked position. Upon landing I briefed them that they are not to hang anything from the door handle. To which they stated 'everyone does this; this is how we have always done it.' So on the following flights I briefed the FA's that they are not to hang anything from the door handles. To which they stated 'We always hang the recycle bag on the forward galley door and the liquor bag from the aft door' because that's how they 'were taught.' It was also mentioned that they have had several [bulletins] that told them not to do this.The fact that there have been [bulletins] issued to the FA's about not hanging items from the door handles; but that they continue to do it is troubling. There is a serious safety issue with this.




Synopsis: Air Carrier Captain reported that Flight Attendant procedure of hanging and removing liquor and recycle bags from cabin door handles caused inflight illumination of door warning lights.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Rudder Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals
Primary problem: Manuals

Narrative: I was tasked to perform a trend on Aircraft X; to replace the rudder trim knob; due to the knob coming loose. I removed old knob and installed the new knob. as I was not able to find a reference to replace the knob; I used task in the AMM. Under this reference is sub task which tells of testing the rudder trim system via the knob. At the time; the trim functioned without any noted problems.On take off from ZZZ the aircraft experienced a rudder trim run away event.Instead of using AMM for a reference for replacing the rudder trim knob; the CMM (Component Maintenance Manual) should be referenced in the AMM for knob replacement. Could not find a CMM reference; so I thought there was no reference for this.Rudder Trim Control Panel replaced due to event.The AMM reference should direct to the CMM for maintenance on the rudder trim panel and it's components; as the CMM was difficult for me to find.




Synopsis: Technician reported difficulty in locating correct reference for replacing the Rudder Trim Knob.
Date: 201409
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Fractional
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Second reporter function: Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While on a reposition flight to SNA; we encountered what appeared to be some sort of drone at approximately 8;000 FT over LA airspace. We were on an assigned heading at 8;000 FT and I noticed something [with] gray/silver color out in front of us. There was no advisory from ATC regarding traffic or any alert from the airplane stating 'traffic'. We couldn't tell how fast it was going as we were going 250 KTS and it passed quickly off the right side of the airplane approximately 100-200 FT below us. It looked like some sort of round object (similar to that of a balloon; but definitely not a weather balloon). We weren't sure if it was hovering or what as we passed it rather quickly. We reported it to ATC and he was very appreciative regarding the report.About 8 minutes later as we were approaching the base leg into SNA at 3;000 FT; we saw traffic on the TCAS at our altitude. ATC advised us of said traffic (unknown type) and that it was fast moving approximately 170 KTS. He said it would be no factor as we would turn inside of it to join the ILS. The airplane [TCAS] then began saying 'TRAFFIC; TRAFFIC' and the target changed course and went RED. The airplane gave us an RA to climb and we immediately climbed to avoid whatever it was. We never saw anything. Once we were clear of the traffic; we advised ATC we responded to an RA and he said thank you. We landed uneventfully. Ground Control then asked us to call SOCAL regarding the drone report to give specifics about what it looked like. He took our information and no further action was required.


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


Synopsis: A flight crew in LAX airspace reported passing close by what appeared to be drone at approximately 8;000 FT enroute to SNA then taking evasive action from a TCAS TRAFFIC alert at 3;000 FT on approach.
Date: 201505
Local time of day: 1201-1800
Location: RHV.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D RHV
ATC / advisory: Tower RHV
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On entering downwind leg ATC advised of departure traffic that would pass in front of us. We reported to ATC that traffic was not in sight and [asked] if they would like us to modify our downwind to mitigate traffic issue. ATC told us to fly downwind at our discretion and to maintain 1;500 feet MSL until advised. I was able to see traffic who was slightly above us but appeared contact was imminent. I made an evasive dive and turn to avoid collision. We were on flight following with NORCAL and assigned transponder code prior to entry into Class D airspace. Tower was notified of evasive action.




Synopsis: PA-28 pilot reported an NMAC in the pattern at RHV.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Glider; Flight Crew Private; Flight Crew Sea
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was in air to conduct engine checks after re-pitching propeller and adjusting carburetors on a Rotax 912 ULS engine; at last minute decided to do water skip and go landing on a river north of my home field.  Usually retracted gear on takeoff and rechecked configuration of gear to be sure it was up on downwind and final when landing in the water. This time my attention was distracted due to watching for boat wakes and logs in river and I failed to ensure I had gear in proper position. When I touched down the plane submarined and I was swimming. If I had used my checklist to ensure the gear was in correct position I would not have to repair the plane. If I had gear lights I might have detected the incorrect position before touchdown.




Synopsis: A Progressive Aerodyne Searey pilot forgot to raise the landing gear before doing a river skip and go so that when he touched down the aircraft pitched over and filled with water.