elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending via STAR ZZZZZX to ZZZZ; VMC conditions; FCU set to SEL SPD 250 kts; NAV; DES; confirmed by FMA's. Just prior to fix ZZZZZ1 approximately 10;000 feet; both Captain and First Officer ND displays went blank for a few seconds. When displays came back on; it took a few seconds for the map functions to return and for us to figure out that the FCU had reverted out of NAV into HDG mode. I manually placed us on a corrective HDG and rearmed NAV mode which then engaged and started to track correctly to the RNAV course. We then started cross checking and observed that not only had the NAV mode reverted; but the descent mode had reverted out of managed descent with constraint protections into Vertical Speed mode; 1800 FPM descending. We caught this at approximately 8;000 feet; shortly after passing fix ZZZZZ1; which has a crossing constraint of 9;000 feet. I disengaged the AP; hand flew and started a level off correction. The next fix was ZZZZZ2 with a constraint of 7;000 feet. We manually set 7;000 feet in the FCU; and set the remaining STAR and APP fixes crossing altitudes and air speeds manually. I hand flew the remainder of the STAR and LNAV App RWY XX in VMC conditions to an uneventful landing.




Synopsis: A319 flight crew had both navigation displays fail on the arrival. The flight crew manually flew the arrival and landed without incident.
Date: 202110
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; 8
Light: Daylight
Aircraft: Caravan Undifferentiated
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class D ZZZ; Class G ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness; Workload
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was landing ZZZ on left downwind for Runway XX. Two other planes were in pattern and showed close to me on ADS-B in on Ipad. One airplane called out they were behind me...it showed 200 ft below me. The other airplane traffic called out entering crosswind for [Runway] XX. I was just turning crosswind to downwind. I could not see either plane and the safest action to me at time was to continue downwind and stay clear of both/ other planes...with all the distractions I turned into ZZZ1 Class D airspace. I immediately called ZZZ1 Tower to advise them. At same time I visually confirmed other planes and turned base to final and normal landing.




Synopsis: Pilot reported that during pattern entry; they could not see two other aircraft in the pattern and elected to continue downwind instead of turning base; inadvertently entering a nearby Class D airspace.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was the PNF on this leg.  The Captain was in the cockpit and started the right engine while I loaded equipment on board.  I closed the main cabin door and briefed the passengers.  This was their second leg with us so the briefing was abbreviated since a full briefing was given on the prior leg.  I was in a COVID mask and it was warm outside (82 degrees).  After the load I entered the cockpit and strapped in.  I received a briefing on the clearance and we started the left engine.  I was a bit rushed and I didn't review the departure procedure plate as thoroughly as I should have.  We departed [Runway] XXR and I didn't hear or the captain didn't call for me to select NAV on the MCP.  Therefore; we were late to make the required right turn to 025 degrees.  The Tower asked us to begin the turn.  I was rushed; hot and distracted by the COVID mask a bit.  I should have prompted the NAV selection if the Captain didn't call for it.  This was not a DP where there is a complicated course.  It is RNAV but basically a heading to a vector.  The heading change was subtle and I reviewed the DP in a hurry.




Synopsis: Air taxi First Officer reported a track heading deviation during departure.
Date: 201510
Local time of day: 0601-1200
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Confusion
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: We were cleared to descend on the CHINS1 arrival landing south. There are three notes for RADDY intersection. One specifies BFI; which was our destination. The others reference SEA. We briefed RADDY at 11;000 and 250; but missed the fact that it is for landing 31 only. It was our fault.




Synopsis: The crew misread the CHINS1 arrival restriction at RADDY for landing at BFI.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I took off [early morning] to fly airplane to ZZZ for its condition inspection. Cruise altitude [was] 8;500 feet. I began my descent 30 miles from ZZZ. At 20 miles out on UNICOM frequency; I began to attempt to activate the pilot controlled lights using my microphone button. The lights did not come on. I continued to try to turn on the runway lights with no success. The airfield lights never came on. In attempting to acquire the airfield visually; I kept my descent rate at 500 fpm. At approximately 1/2 mile from the field and approximately 150 feet AGL; I struck a power line. My propeller sliced through the line. I initiated a go-around and climbed to 1;000 feet AGL. I did a control check to determine that I still had a flyable airplane. At this time; I visually acquired the airport and made a landing on Runway 32. After landing the airplane; I taxied to Transient Parking and exited the airplane. I then contacted the police and fire department to notify them of a possible downed power line. The lights not coming on made the airport extremely difficult to find. There was no NOTAM indicating the lights were inoperative. This was certainly a contributing factor to the incident; but I never should have descended so low without the airport in sight. I had been into ZZZ airport many times; and was overly sure of my situational awareness.




Synopsis: GA pilot reported aircraft contacted a power line during descent into airport at night.
Date: 202107
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I departed runway XY to rejoin XZ pattern which was the active runway & pattern. On the crosswind leg at approximately 400 - 500 ft a significant coolant leak was detected in the cabin and coolant was observed running down side of fuselage & door on pilot side. I turned 180 degree and declared an emergency. With an assumption of complete coolant loss; low altitude; and a potential loss of engine I announced and proceeded to land on Taxiway C as the best and safest option. I know this airport well and Taxiway C is rarely ever used. Any other option would have required another 90 degree turn.




Synopsis: Experimental aircraft pilot reported an engine coolant leak and fearing an immediate engine failure; elected to land on a taxiway.
Date: 201707
Local time of day: 1201-1800
Location: DAY.Airport, OH
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On descent into DAY as pilot flying about 7-5 miles from KEKEE and at 10;000 ft. while on the KEKEE3 the Captain and I were expecting a turn towards the left for the visual approach to 6L. We heard our call sign and were told to turn to heading 260. The Captain read it back and we turned to 260. We both stated that is was an odd heading to get but thought it was for the traffic we could see on TCAS. As we continued we got the TCAS caution of traffic. We were discussing the fact that we thought we would be getting a R/A [when] ATC called the traffic to us and told us the heading was not for us and that he had told us not to turn after we read it back.While that was happening the RA warning went off and I followed the instructions to descend as the Captain let ATC know we were descending because of the RA. ATC was handling aircraft on multiple frequencies. When clear ATC told us to maintain 9;000 ft. and turn to 360 heading. We were then cleared to a 5 mile final; called the airport in sight; and landed on 6L with no other issues.


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


Synopsis: Air carrier flight crew reported they took a heading clearance for another company aircraft that resulted in a RA while on descent to DAY airport.
Date: 202005
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
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: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: Blocked in ZZZZ1 and noticed that the ZZZZ ramp had left the ramp copy of the signed release on aircraft.  I handed the release to the ramp agent in ZZZZ during pre-flight after signing.We got to the jet which had just arrived.  Due to health screening; we did not go into ZZZZ Operations as we normally would. The inbound crew was still onboard; and we had [X] jumpseaters.  We then had to deplane while the disinfecting crew came onboard.  It was very hectic.  Once on board; and able to get to the cockpit to pre-flight; I had to call into ZZZZ Operations for the trip folder with the weather and flight plan release. After I signed the release; I placed it on the first observer seat until a ramp agent came to the cockpit. The ramp agent took the release from me; but must have placed it down on the 1st observer seat; and then forgotten it.  The ZZZZ ramp is not used to taking the signed release as we normally review the release and sign it online in ZZZZ Operations.  I did not have a chance to review the release via iPad prior to arriving at the aircraft due to the health screening; and the commotion at the jet with cleaners; jumpseaters; inbound crew hanging out; etc.Just need to remember to assure it goes overboard with the ramp agents; the ramps agents need to be reminded to not forget the paperwork.




Synopsis: Air carrier Captain reported they departed with the flight release form still in the aircraft. Reportedly; ramp personnel forgot the form in the aircraft after the crew had handed it to them.
Date: 201907
Local time of day: 1201-1800
Location: C90.TRACON, IL
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Fatigue
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 Issued New Clearance
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Human Factors

Narrative: I had two Air Carrier X aircraft inbound each going to a different runway. Aircraft X and Aircraft Y. I was busy and instructed the wrong Aircraft to slow to 250 knots then descend to 7;000 feet. I descended the top aircraft rather than the bottom aircraft. I saw Aircraft X slowing from 300 to 250 knots instead of the bottom aircraft. I thought something was wrong and instructed the aircraft to maintain 11;000 feet. They had already started down and got as low as 10;700 feet. Aircraft Y had the other aircraft in sight however a LOSS had already occurred. Similar sounding call signs and an above average traffic volume lead me to instruct the wrong airplane to start a descent with another aircraft beneath them. Long term fatigue from 6 day weeks and a quick turn definitely contributed to this mistake. The last few weeks have been full of short breaks; high position time; and lots of convective activity.




Synopsis: C90 TRACON Controller reported an airborne conflict after descending the wrong aircraft due to similar sounding callsign confusion.
Date: 201704
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying level at 8000 feet and talking to Jacksonville controller; I noticed a plane on ADS-B straight ahead and about 7 miles and 1000 feet below. The plane was climbing and when I noticed it at 5 miles and 800 feet; I queried the controller. His response was that I should be on a different frequency and gave me that frequency. On changing frequency; I switched off autopilot and prepared for an immediate turn all while searching for the traffic. On listening to the new frequency; it was clear that the controller was communicating with that plane and was frustrated that I was not in communication with him. ADS-B shows that we were within 400 feet of each other but I never saw the other traffic. The new controller asked what my previous frequency was. The flight proceeded normally thereafter.The problem likely arose from task saturation in the controller's sector due to increased traffic from [an aviation event]. We were just north of Lakeland; just west of the Center City VOR. A contributing factor is the difficulty in determining the correct communication frequency and change over points for sectors. These are shown; but minimally; on the IFR low charts. In the future; I plan to be much more diligent about which sector I am in and knowing when that sector changes.




Synopsis: Small aircraft pilot reported a NMAC north of LAL while on an IFR flight.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Upon pushback from gate; the tow vehicle disconnected the towbar when I was clearly asking him in accordance with ramp instructions to push deeper in the alley.  The line crew never instructed us me to set the parking brake and proceeded to disconnect the tow bar prior to my setting the brakes.  When I continually was calling him to push deeper in the alley; it felt as though the ground crew began to pull us forward against my clear instructions to continue the push.  When we started moving forward; the headset operator began to frantically call for us to set the brakes; at which point I had to immediately put the brakes on realizing that unbeknownst to myself and the First Officer that we were in fact rolling forward as opposed to being pulled forward.  I immediately got on the headset with the lineman and instructed him that we were telling him to push deeper to allow another aircraft into our gate.  The lineman reattached the tow bar and pushed us further back; at which point I clearly instructed him under no circumstances was he to allow the tow bar to be disconnected without clearly hearing me tell them that my parking brakes were set.  Somewhere in the conversation; the lineman which seemingly had an accent of some sort stated that he didn't hear me which is all the more reason that I was greatly concerned that the line people making assumptions disconnected the ground equipment nearly causing a collision on the ground with the tow truck.  This is completely unacceptable in my and the First Officer's opinion.  I just cannot imagine why they would disconnect the ground equipment when he clearly told us that he could not hear us.  The more we thought about it the more baffled we became at such a terrible situation this was due to the lineman's lack of situational awareness and how such a terrible incident was just inches away.  Again this was a total unacceptable lack of communication on the headset operator's part.




Synopsis: B737 Captain reports being disconnected from the tow bar by the ground crew without instructions to do so or instructions to set the parking brake. The aircraft rolls forward nearly hitting the tug before realizing the tow bar is not connected. The towbar is reconnected to push deeper into the alley per ramp instructions.