elihoole/asrs-aviation-reports huggingface dataset:
Date: 201302
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: First Officer; Relief Pilot
Anomaly: 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: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our preflight and loading of the FMC was routine and seemed normal that day. We had requested via ACARS the flight and uploaded the flight plan and winds via ACARS. We then checked the route and everything seemed normal to us. Distances; as I recall never gave us a red flag that one coordinate may have been entered incorrectly. Our flight proceeded normally and the only event that seemed out of place was when ATC asked us to verify our next position after 160E. We told them and never heard anything about our flight path being off from our flight plan. We made company position reports in accordance with SOP and never heard from operations that our flight path was different from that of our filing. It turns out that our flight path deviated 120 NM from our flight plan. Somehow our coordinate of 34N160E got entered as 36N160E; causing the airplane to incur a gross navigational error. We landed at our destination without any ill effect towards the flight. We adhered to company procedures during the route verification check. It was I; the Captain; and the First Officer that accomplished this check. My suggestion is to have every crew member on duty on the flight deck when this check is being accomplished. CRM is a big part of the safety environment we try to cultivate and I think the more people involved in this route verification; the better prepared we will be.


Second narrative: The aircraft deviated 120 NM from the flight plan because it navigated to 36N160E instead of 34N160E. The coordinates were not accurate in the FMC and the flight crew apparently did not recognize the inaccuracy.


Synopsis: B747 flight crew is informed after the fact that they entered and flew to an oceanic waypoint that was not part of their flight plan. ATC noted the discrepancy in advance but did not question the flight crew.
Date: 202012
Local time of day: 1201-1800
Location: SRQ.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Descent
Airspace: Class B SRQ; Class E TPA
ATC / advisory: TRACON TPA; Tower SRQ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Staffing; Human Factors
Primary problem: Staffing

Narrative: Uneventful 3 hour VFR flight from ZZZ1 at 16;500 feet.  Just after starting my VFR descent for SRQ was advised by ZJX Center that TPA Approach would not take the hand-off and told to squawk 1200. I switched to TPA Approach for SRQ airport and monitored frequency as I continued VFR descent to 8;500 feet - above the top of Class B.  After monitoring approach frequency for 5 minutes as I continued my VFR descent to 4;500 feet - above the top of the SRQ Class C; it was evident that the TPA Approach Controller was saturated so I switched to SRQ Tower.  I advised Tower that I would fly west beyond the Class C and descend to 1;100 feet - below the floor; before turning back to SRQ for VFR approach and landing. Tower worked me in perfectly on intersecting Runway 4.Although 121 traffic is down considerably; FAA now needs to assess the current flight activity - which for ZZZ Approach certainly exceeded the ability of 1 Controller to control all sectors; and add back controllers before someone gets hurt.




Synopsis: Pilot reported the flight was not accepted by TPA Approach Control due to staffing/workload issues. The Captain circumnavigated the area and proceeded VFR.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Gust; 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Departed airport. Advised by CFI not to return to originating airport as originally planned because winds had changed and now were too high. CFI would meet me at alternate airport to fly the plane back. Upon nearing the new airport I checked in flight AWOS report. AWOS was reporting winds of 170 at 6 gusts to 14 knots. I descended for normal approach and continued to the runway. After landing; a gust of wind buffeted the airplane causing the aircraft to become airborne at low speed. This resulted in a nose down contact with the Runway with insufficient elevator authority to hold the nose off the ground; resulting in a prop strike. Once I got the aircraft stopped; I turned off the Runway onto the ramp.




Synopsis: DA20 aircraft pilot experienced a propeller strike during landing in gusty conditions.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Fog; Turbulence; 0
Light: Dusk
Aircraft: Learjet 35
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: After taking off and entering IMC conditions in heavy rain. The pilots lost intercommunications between pilots; lost communications on radio one. The copilots yoke started to fall apart; which resulted in a stuck mike on the aircraft. The copilot switched to communications on radio two; the Captain was able to communicate with ATC on radio two intermittently; (I feel that P-factor with static electricity from a loose static wick or bracket connections may have been an additional problem). I chose not to continue the flight into night IMC. Due to the poor communications on Radio #2 I climbed 500 feet above an altitude assigned. (Due to poor communications) I returned to the departure airport; prior to returning I had to dump fuel to get below maximum landing weight.




Synopsis: LR35 Captain experiences communications difficulties shortly after takeoff into night IMC in heavy rain. The First Officer's yoke began falling apart; appeared to cause some of the communication difficulties and the Captain elects to return to the departure airport after dumping fuel.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Refused aircraft due to reoccurring problem with the flaps locking at 2 degrees with no defects found. The inbound flight had the flaps lock at 2 degrees. The maintenance corrective action was; no faults noted; operations check OK. Upon a review of the logbook; I noted that this was a reoccurring problem that had been written up on at least two prior occasions. Once I made this discovery I contacted Maintenance and asked them if they were aware of the history. Maintenance was aware. I refused the aircraft.




Synopsis: B777 Captain reported refusing an aircraft due to a recurring trailing edge flap issue.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
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: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Workload; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed and 80 miles west; right recirc fan tripped off with associated EICAS message. QRH procedure performed. FA's [Flight Attendant] report fumes and haze in cabin.  Dispatch notified; vectors to return the departure airport. Landing; and overweight landing checklists performed.  ARF standing by; normal landing;  fire chief inspected outside aircraft;  returned to gate.




Synopsis: A B767 EICAS alerted REC FAN so the crew accomplished the QRH. The flight attendants then reported cabin smoke and haze so the flight returned to the departure airport.
Date: 202012
Local time of day: 1801-2400
Location: DSM.Airport, IA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: TRACON DSM
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While turning from base to final on a visual approach to Runway 13; Tower informed us that we had triggered a terrain alert. Around the time of the transmission I noticed we were between on the PAPIs to slightly low on the PAPIs. We acknowledged the transmission and said we were visual with the runway. We proceeded to get established on final and land. On board EGPWS equipment was never activated.Flying a fairly tight base to final turn that necessitated a continuous descent in the final turn.Extending downwind would have allowed a higher altitude for the base to final turn and possibly a more level turn to final that would not have triggered the alert.


Second narrative: While flying a visual approach on base to Runway 13 at DSM; ATC Tower gave us a low altitude alert; and said to 'check altitude.' We confirmed that we were above visual glide slope in reference to the PAPI; and continued onto final; where we intercepted and maintained ILS glideslope indications to an uneventful landing.Base turn to final approach inside FAF for ILS approach.


Synopsis: Air carrier flight crew reported receiving a terrain alert form ATC during approach to DSM airport.
Date: 202104
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; 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: Coming into ZZZ about 30 miles out in VMC we were assigned at pilots discretion down to 4000 feet; after that we were assigned another heading and what I thought was down to 3000 feet to join the visual approach in a few miles so i descended down and a few minutes after reaching 3000 feet the controller called to let us know just that the MSA for that sector was 3700 feet to which we asked for a climb and climbed back up and let him know that we would file some paper work and told him we thought we heard 3000 feet and he said something about being VMC plus the MSA altitude and he said just to give him a call when we got on the ground and we got his number. After taking down the number he cleared us for the visual in which we were high as well as close to the final approach fix and handed us off to tower. Turning final and finishing up configuration we realized we were still a bit too high  for our comfort level and standards instead of continuing we decided to execute a go around and came back around to land with no issue. Once we got to the hotel we gave the controller a call and he explained that we were in VMC conditions and he thought we might have just taken another planes altitude and that he had just noted we went below the MSA for the alert he got and there was no issues and we let him know we would file an report for our end and he said have a nice day. Misunderstanding or took another planes altitude. Asked ATC to climb to MSA and request accepted and we climbed to MSA. Nothing do exactly as we did.




Synopsis: First Officer reported receiving a CFIT Warning from ATC.
Date: 201507
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Weather elements / visibility: Turbulence; tops of undercast; 50
Aircraft: Challenger 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; 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: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Cruising at 40;000 feet we were in between tops of cells estimated at 41;000 feet.  Distance between cells 20 miles estimated.  Nothing of a return on radar to speak of.  Got a little light turbulence when we received a very hard; severe shot of turbulence.  The Autopilot kicked off; the plane rolled approx 35 degrees and a sudden loss of altitude of approx 500 feet to 39;500 feet.  I was the pilot flying; got control of the plane and was back at altitude in less than 30 seconds.  ATC inquired as to what was going on; we explained and were instructed to 'maintain 400'.  We did; no problem; and continued the flight.  Nothing more was said and this was a case of turbulence I have not experienced in over 15 years.




Synopsis: A Challenger 300 Captain reported encountering severe turbulence in cruise flight at FL400 that resulted in a 35 degree roll and a 500 foot altitude excursion.
Date: 201504
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During late evening; we were conducting a commercial training flight; in the traffic pattern; performing takeoffs and landings. The student was performing a second 180 precision approach to landing. On the downwind leg to Runway 6; student performed GUMPS (landing mental checklist) at the midfield position and continued to ensure area was clear along with myself. During the previous maneuver; we had heard the other aircraft call turning 'crosswind' for runway 6 and heard no further radio calls from the 2nd aircraft. As we arrived abeam the landing point; I continued to scan the base leg area and final leg area and did not see the other aircraft or hear any radio calls announcing the 'base or final leg' for his landing. The student began the maneuver by reducing engine power to idle; began the turn and made his radio call; 'turning base to final; simulated engine out'. We still had no visual sight of the 2nd aircraft and heard no radio call that it was on final. Upon landing; the 2nd aircraft stated we had passed over him which culminated in the 2nd aircraft performing a 'go-around' maneuver. We terminated the training flight and discussed what had happened and how this type of event could be prevented in the future. It was agreed upon; that when performing this maneuver; to ask over the radio if any aircraft is on final approach to the runway before beginning the maneuver.




Synopsis: PA28 Flight Instructor is informed after landing that a second PA28 was over flown on final during a practice engine out approach. CTAF procedures were in effect and both aircraft had radios.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Workload; Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: System wide ADS-B and GPS failure. We noticed the ADS-B failure; which was not needed for flight; but I didn't notice that GPS was unavailable until we were taking off. The Captain then said that we didn't need it; and as we were taking off I didn't want to argue. I later looked up the MEL and learned that we did need it; Captain still doesn't realize.System wide GPS failure today; Dispatch only notified us that of the ADS-B failure which the MEL allows; but we didn't realize that the whole GPS system was down as well. By the time I realized; we were released for departure and on the runway; and the Captain said it was fine; and I thought to trust his knowledge. On the ground; I looked it up and realized we were in the wrong.If we were grounded; it would have been nice for Dispatch to tell us; as it was a system wide thing.




Synopsis: CRJ-200 Non Flying Pilot reported a system wide GPS and ADS-B failure.