elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Vehicle; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control. Runway 5/23 was closed and several airport vehicles were working on that runway. Runway 13 was the advertised runway. I had first cleared an air carrier for landing; and shortly thereafter cleared a CRJ for take off. Ground Control had issued a Sweeper Runway 13 hold short instructions at the intersection of the runways. Ground Control then observed the Sweeper crossing the hold short line and immediately instructed the vehicle to 'stop' and then 'back up'. At this moment; the CRJ had just entered the runway and was beginning his take off roll. The landing air carrier was on short final. I observed that 1/3 of the vehicle had crossed the hold short line before it stopped and started to back up. The Sweeper never was on the runway. The Sweeper was back behind the hold short line before I could have issued landing and take off cancellations to both aircraft. I issued no instructions to either aircraft; as in my judgment that was the safest course of action. I have no recommendations. Both controllers involved appear to have handled the event as effectively as possible.




Synopsis: Local Controller described a momentary unauthorized runway entry event by an airport vehicle; the reporter noting he elected to not cancel a landing and takeoff clearance because the vehicle cleared in sufficient time.
Date: 201411
Local time of day: 0001-0600
Location: C90.TRACON, IL
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Airspace Structure; Chart Or Publication
Primary problem: Procedure

Narrative: Aircraft X was issued direct to PMPKN; one of C90's new STAR fixes.  The aircraft turned west towards PUMKN located in western Iowa.Leave everything alone and pronounce C90's new fix; PMPKN; 'Pimpkin.'




Synopsis: C90 FLM describes a situation where an aircraft is issued direct a fix but the aircraft turns towards another fix that is similar sounding but in a different state.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Workload; Troubleshooting; Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Captain and myself where departing. At around 600 FT AFE there was a very loud bang and the aircraft had a significant yawing moment to the right. We both looked at the engine instruments and did not see anything indicating an engine malfunction. I kept flying the airplane and the Captain started to analyze the situation. My thoughts were a compressor stall or a bird strike which I shared with the Captain. About a minute later the Flight Attendant called up to the Captain and said that several passengers had seen a very large flame come out the back of the number 2 engine. All indications on every system where showing no issues. The plane was handling fine. The Captain had decided due to the very loud bang and the yawing moment plus the passenger assessment that we would return to the departure airport and not fly in the airplane. The Captain handled all duties as the non flying pilot and I flew the airplane. The Captain called Operations and advised them of our air return and that Maintenance should be expecting a possible bird strike and a definite overweight landing. ATC handled us back to [departure airport] with a successful landing. No emergency was ever declared because the Captain and I did not think it was necessary. The Captain handled the entire situation extremely professional and it was a very excellent example of CRM and doing what we are trained to do. After returning to the gate and Maintenance inspecting the airplane it was determined that it was not a bird strike but a very likely Compressor Stall.


Second narrative: [Narrative 2 contains no additional information.]


Synopsis: A B-737 crew reported a compressor stall at 600 FT after takeoff so they returned to the departure airport where Maintenance determined the cause was an engine malfunction and not a bird strike.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; we heard a bang from the back left of the airplane. We had normal indications on all instruments and synoptic pages; except for the electrical synoptic page. Gen 1 had erratic [voltage]; ranging from 3 to 14 and back very rapidly. All PFDs; MFDs; EICAS Display (ED); and the FMS began to flicker and go in and out. I was in favor of diverting initially. The Captain wanted to monitor and look into the situation before making a decision. The engine had a vibration and our displays continued to act up. We still had normal indications. Rather than continue; we came to an agreement to divert to [a nearby airport] and made an uneventful landing.After a maintenance run up we do not know why the issues occurred.




Synopsis: A CRJ-200 First Officer reported diverting to a nearby alternate after hearing a bang and noticing electrical anomalies.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Lubrication Oil
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb after departing ZZZ; Tower notified me of possible fuel leak or smoke. I immediately returned to ZZZ. Upon landing; we found an oil leak that was spraying on the right exhaust. We landed without incident or any aircraft damage.




Synopsis: BE-35 Pilot reported oil leak on initial climb and resulted in returning to the departure airport.
Date: 201810
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: PHX tower has a habit of clearing aircraft for takeoff when the preceding aircraft is not only still on the runway but soon after preceding aircraft was given takeoff clearance. This has resulted in experiencing wake turbulence from the preceding aircraft. On this day; we were cleared into position after a preceding aircraft began his takeoff roll. Before that aircraft was half way down the runway; we were cleared for takeoff. I delayed advancing the throttles until I was sure the preceding aircraft had departed the runway. Tower stated; 'Aircraft X; you were cleared for takeoff;' obviously wondering why we had not started our takeoff roll the moment he cleared us. When I saw we had adequate clearance; we started our takeoff roll.Rushing aircraft by the tower to comply with their clearances regardless of safety.Do not clear a aircraft for takeoff until the preceding aircraft has left the runway. Tower needs to understand that a clearance for takeoff means that they haven given us permission to advance our throttles. Only the Captain decides when to advance the throttles after the clearance; not the tower. PHX tower constantly rushes aircraft for takeoff resulting in wake turbulence encounters.




Synopsis: B737 Captain reported delaying takeoff for wake turbulence separation when cleared for take-off before the previous aircraft had lifted off.
Date: 201602
Local time of day: 1201-1800
Location: RNT.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D RNT
ATC / advisory: Tower RNT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was following tower's instruction to follow 405 freeway south and maintain 140 kts. Tower then called out traffic to me and called me out to the traffic. Both replied 'no joy'. Seconds later while looking for the traffic I saw it directly in front of me and beginning a hard bank to the west. I responded in kind with a hard bank to the east. I guess we were within a couple of hundred feet of each other at the same altitude. I recall thinking we almost made it into the news and thought about the folks below on the ground this almost accident would have taken out. I went over to the tower to discuss the event and was told a student on first solo cross country was not following directions and was making too many radio calls so additional traffic alert messages could not be heard by me.




Synopsis: The pilot of a single engine aircraft reported a near-mid-air-collision with another small aircraft near Renton; Washington. The other pilot was reported to not be following ATC directions as well as blocking radio traffic.
Date: 201712
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: Skylane 182/RG Turbo Skylane/RG
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: A Cessna 182 was proceeding direct to DRK at 9000. At the time; I believed the highest upcoming Minimum IFR Altitude (MIA) to be 9000 feet. I likely believed this because I misread the MIA chart that showed it to be 9900 feet. As the aircraft approached the area with the 9900 MIA; Albuquerque center called me asking if the aircraft could accept higher. At this point; I saw my mistake and immediately climbed the aircraft to 10000 feet. However; the aircraft was too close the area with the 9900 MIA; and entered it while still climbing to 10000 feet. The aircraft spent a few radar hits in the area before reaching 10000 feet.I should have payed closer attention to the MIA chart to verify what altitude would be required. Upon entering the area; I should have issued a terrain alert to the pilot.




Synopsis: ZLA ARTCC reported misreading Minimum IFR Altitude chart; contributing to an aircraft flying below the Minimum IFR Altitude.
Date: 201901
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; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Ramp was unsure if [Hazmat] was loaded or not and item was held off for no show. Upon audit on arrival [at destination] item was found loaded in pit 6 with no bags in the pit to secure.




Synopsis: Ramp personnel reported Hazmat cargo not listed on DSTG [Departure Staging Guide] was incorrectly loaded in different cargo pit.
Date: 201704
Local time of day: 0601-1200
Flight conditions: Mixed
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Level at FL390 numerous reports of turbulence enroute. Thunderstorms cells developed everywhere enroute; we were above them. Captain was flying. We were in continuous light/occasional moderate when out of the blue we hit severe turbulence. The aircraft started climbing and then descending 400-500 ft. Airspeed started jumping 20 to 40 knots. We hit the overspeed pole and [then] went to low speed. Captain pushed throttles to max thrust and held pitch down to regain airspeed. We lost 800 ft; then leveled at FL382. We reported to ATC and he replied no conflict issue.This incident was weather related; we did everything we could. Also; a good thing was we held the nose down to regain the airspeed that was lost. Also communicated with ATC so he was aware.




Synopsis: B737 First Officer reported encountering severe turbulence at FL390 that resulted in 20-40 knot speed deviations and a loss of 800 ft of altitude.
Date: 201909
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Fuel Nozzle
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On passing through 10;000 feet; the First Officer noticed the engine fail annunciator on the engine EGT display. The engine still had N1 rotation with no fuel flow. I [advised ATC] and asked for delay vectors to run our QRH engine failure checklist. We did one box pattern in doing our checklists and headed into land. Switching from Runway 7R to the longer Runway 8. On final I sent a quick ACARS to Dispatch we had an engine failure. Since we were task overloaded I gave the arrival check late. Which was on our way inbound on final. I finally had time to talk to the flight attendants but they were doing their arrival announcements. So I chimed them 4 times. The A continued with the announcement and I believe I talked with the B. I informed him we had an engine failure; it would be a normal landing and would we will be on the ground in 5 mins. The A called back up under sterile cockpit and talked with my First Officer. He asked what he needed to do. My First Officer said nothing we were landing normally just with one engine.We landed uneventfully on Runway 8 and taxied off. We stopped to run the [manual] for brake cooling. I talked with the fire chief and told him we didn't need any assistance. The numbers came back that we could taxi to the gate. Which we did. I didn't inform the passengers of the engine failure since I didn't feel the need to since we train for the situation and it's not a big deal and didn't want to cause alarm.The engine failed do to a fuel nozzle filter assembly had broken loose starving the engine of fuel thus causing the engine failure. We didn't chose to restart the engine since we were so close to the airport and it wouldn't have.




Synopsis: B737 Captain reported a failure of the engine fuel nozzle filter assembly during descent; resulting in an engine failure.
Date: 201907
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Confusion; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Chart Or Publication; Human Factors; Staffing; Manuals
Primary problem: Company Policy

Narrative: APU team turned off APU and no ground power was available. APU team shut down aircraft at least two times. APU would not restart from over temp. Person doing the shutdown had no idea what he was doing and then acted like he could not speak English. Management was called and still no help; I was doing walk around and noticed power going off and on. Three times the emergency lights were on in the aircraft when I accessed the flight deck. APU person had no idea what the emergency lights did or use for.




Synopsis: Pilot reported APU was operated incorrectly; causing aircraft to be without external power; activating the emergency exit lights on three occasions.
Date: 202011
Local time of day: 0601-1200
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Passenger assigned to [seat] XX1 or XX2; sat in XX2. He requested several times to switch seats to the AFT FA for social distancing. During our briefing with the Gate; we witnessed her inform all passengers that our aircraft was at capacity in terms of social distancing and offered passengers to travel on a later flight. The Agent also called passengers up one by one and spoke to each passenger regarding their seat assignments. We had several passengers during our flight complain regarding our capacity. The specific passenger asked the AFT FA several times and she apologized and offered him to speak to the Gate Agent; he declined. After we completed our safety demo the passenger got buckled up and stretched completely out in YY3/4. The AFT FA asked me to follow up with this passenger and I spoke to him apologizing; stating that row YY was blocked to allow social distancing for the FA's. He was very curt and rude when asked to return to his assigned seat for safety. I also explained that we were actively taxing to the runway and that it is a federal regulation to [not] move around the cabin at this time. I notified the Captain that reassured me that I handled it properly. He was also aware that we were over capacity in terms of social distancing and told passengers that he would get them as quickly and safely as possible to their destinations during his welcome announcement at the gate. He asked me to document. The passenger requested my name as he exited the aircraft.Several passengers were dissatisfied regarding social distancing on the aircraft.




Synopsis: Air Carrier Flight Attendant reported the flight was over capacity per social distancing policy and reported one passenger was uncooperative regarding social distancing during the flight.