elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Private
Human factors: Distraction; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZ climbing through approx 4000ft msl we experienced a strong engine vibration from engine #1. We had a blinking N1 vibration of 9.9. We followed the QRH procedure which called for disengagement of the autothrust and retarding the throttle of affected engine until the vibration level was acceptable (around 50% N1) we had approx vibration level of 4.5. We leveled off at approx 10;000 ft; [notified ATC;] and was vectored back to runway XXL and landed without incident.Nothing we would have done differently.




Synopsis: Air Carrier Captain reported high engine vibration and an air return.
Date: 201506
Local time of day: 0601-1200
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: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: Release 1 was planned by midnight shift with FOB 16.8. Scheduled departure XA:00. Captain called at XA:29 to advise that FOB was 28.0 in IAH. (Flight was already late due to no ground power hooked up to aircraft; and had a faulty APU). In SABRE I created RLSE (3) to show updated FOB of 28.0. At approximately XA:45 Captain called and was upset that he was sent weights by load planning there were 'dangerously incorrect.' I confirmed the weight manifest in ACARS still showed the original FOB of 16.8I called load planning (Omitted) and asked him if he had received a new fuel slip or message that showed the new FOB. (Omitted) stated that he had not received anything to show the FOB of 16.8. I created RLSE 4 in SABRE to again show 28.0 FOB. I asked Omitted if anything had been generated (fuel slip or otherwise) to show the new FOB.  Omitted stated that nothing was received. Omitted manually updated the DPWM to show 28.0.  New weights were sent to the pilot.Captain was concerned that this was a dangerous situation; because had he gone based off the weights that load planning had sent them; it would have been a 'bad situation.' I generally don't like to assume; but I was under the assumption that SABRE generates a new fuel 'slip' or MSG to load planning anytime the FOB changes.  The question being; why didn't anybody in load planning; or ACARS catch these changes? Hindsight; I should have sent a meter to called Load planning to advise them of the FOB; so that this may have been caught before the weight manifest was sent out to the pilot. Is this an automation issue?




Synopsis: Dispatcher encountered difficulty getting the weight and balance program to accept a new fuel load in calculating aircraft weight and takeoff data sent to the crew during preflight. Coordination between the crew and the Dispatcher ensured that Load Planning manually entered the correct fuel load.
Date: 202009
Local time of day: 1201-1800
Location: EZF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Using ForeFlight Performance Plus and a Stratus 2S; after departing approaching the 60 mile ring of the DCA VOR; the area between the 30NM SFRA boundary and outer 60NM ring displayed as a TFR on my ForeFlight map shaded in a light red color.  No NOTAMs were issued regarding a TFR in that area. While on the ground prior to departure; no TFR was displayed. Due to the zoom scale of the ForeFlight map approximately 5 to 8 miles and the light shading I did not notice it until the 60 mile ring appeared on my map display in a dark red color. Just prior to crossing the 60 mile ring the TFR disappeared from my ForeFlight map. After landing I telephoned TRACON to ensure that I did not violate any TFR airspace and was assured by the TRACON that there was no TFR violation. I also telephoned our Club President who in turn reported the event to the FSDO. I was asked to contact another FSDO representative which I did. I explained the above description to him. He saw no violation and suggested that I file this report.After researching this issue I found that it is a known problem with the FAA's data broadcast from certain ADS-B towers.  Since ForeFlight does not overwrite or change any of the FAA data broadcasted it appeared on my ForeFlight map display as a TFR even though no TFR existed at any point that day. As I proceeded west I apparently began receiving data from different towers and the TFR disappeared from my map display. In hindsight I wish I would have taken a few screenshots of the towers that my Stratus was receiving so that I could give a more detailed description of the possible problem towers. In the interest of flight safety; this was a very unpleasant distraction that could possibly divert a pilot's attention from safe operation of the aircraft. I believe the FAA data broadcasted through the ADS-B towers needs to be evaluated and a solution to this issue found.  I would think that all of the ADB-B towers would be broadcasting the same data without erroneous data (i.e.; a non-existent TFR). This could possibly be a hardware/software issue.




Synopsis: A Pilot reported their Foreflight displayed a TFR when there was no TFR in effect and that this is a known problem related to FAA ADSB signals.
Date: 201601
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Weather elements / visibility: Turbulence; Thunderstorm
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Weather
Primary problem: Weather

Narrative: In cruise flight at FL290 as we approached 50 West we detected weather along our course. Deviated 25nm left of course to avoid the weather and began a turn back on course when we detected additional weather ahead. We returned to our 25nm offset. Throughout we were in and out of cloud layers with light chop and had the seat belt sign on due to this. We briefly broke out of the layer to see what appeared to be a hole in the weather as illuminated by the full moon. We quickly realized it was actually a buildup even though it did not appear on our radar. The First Officer (Pilot Flying) began an immediate turn to the left to avoid the buildup. The aircraft briefly entered the cloud and encountered two jolts each lasting two to three seconds. We then emerged again into clear air between the layers. We received reports from the cabin of injuries and began to assess the situation that led to our decision to divert.  We requested clearance to ZZZZ as well as a climb to FL340 to climb above the weather.  Our landing in ZZZZ an hour later was uneventful. Paramedics met the aircraft to tend to the injured. The emergency responders; ZZZZ station and airport personnel were all exceptional in their support.


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


Synopsis: Air carrier flight crew and a Flight Attendant reported diverting to a nearby alternate after several injuries resulted from a turbulence encounter.
Date: 201303
Local time of day: 1201-1800
Location: ORL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ORL
ATC / advisory: Tower ORL
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Bird / Animal
Detector: Person Air Traffic Control
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was originally given a clearance of right downwind for landing; and that ATC would call my base turn. About 1 to 2 miles past the runway threshold I received the radio call from the Tower; 'Number 2 cleared to land'. I mistook this call as meaning it was okay for me to turn base and continue towards the runway. I cut off a Cessna that was on about a 4 mile final. The Controller gave me a new clearance to turn left and join left downwind. I went to make the left turn but was unable because of a bird. Fearing a bird strike and busting the neighboring Class B airspace; I turned tight to the right; which was directly into the path; head-on; of a second Cessna. This left me disoriented and still worried about busting the Class B airspace. After the Controller gave me a heading to fly; I was able to land. I was told to call the Tower. During the phone call with the Controller; I was told that I cut off an aircraft on final and that I turned into traffic on left downwind. I apologized and explained about trying to avoid the bird but the Controller said that I should have made the left turn and not worried about hitting the bird as he was busy and had planes on final; right downwind; left downwind and four waiting to takeoff. This was an example of how a misunderstanding can lead to whole string of unforeseen events. From now on I will ask for clarification when I am not 100% sure of what ATC means.




Synopsis: The pilot of a Cessna 172 misunderstood the landing clearance that he received from the Tower Controller and turned in front of the aircraft he was to follow. The subsequent instructions that the Tower gave him to re-sequence for landing were not followed due to his concern over a bird in the vicinity and the nearby Class B airspace. Instead; he turned into the path of another aircraft before being given further instructions to provide separation.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Light: Daylight
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to contact Tower over [FIX]; [but I forgot] to switch to Tower. Changing aircraft configuration for landing put us behind the 8-ball due to this being first day in a MAX since its grounding. MAX training conducted in Month. Original aircraft had been -800. Was expecting a MAX at some point in time; but would have been more prepared for differences in flight deck layout had I been aware of short notice change.


Second narrative: We landed without clearance. It was VMC; but windy; approaching at VRef +11. I should have left the automation on a little longer; as I had my hands full with gusty winds and updrafts. The FO didn't contact the Tower as instructed. I was so busy flying the aircraft; I didn't notice until clearing the runway.  In gusty winds; perhaps keeping the autopilot on longer may be a good idea. That way I can monitor the Monitor.


Synopsis: B737 MAX series flight crew reported landing without Tower clearance.  The FO cited MAX series differences as contributing.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While cruising at 9;000 MSL on an instrument training flight with a private pilot instrument student we noticed a drop in oil pressure. We kept checking the oil temperature and suspected the oil pressure gauge was inoperative. After several minutes the oil temperature began to rise and we had a drop in engine RPM. The pilot notified Center that we had a rough running engine and requested vectors to the nearest airport. They initially gave us a bearing towards an airport some distance away; but we asked for something nearer our position. They gave us a heading of 240 toward a nearby non-towered airport then handed us off to TRACON. Soon after our engine began to shake and make unusual noises indicating internal damage. The engine soon stopped and we notified ATC of a complete engine failure. The failure happened about 8-9 miles from the airport. ATC lost radar contact with us around 5;000 MSL and advised us to switch to the advisory frequency. We completed S-turns to lose altitude and airspeed and touched down about one fourth of the way down the runway. We came to a stop with approximately one thousand five hundred feet of runway remaining. No damage other than to the engine occurred. In retrospect; I wish we had immediately declared an emergency with ATC while we only had a rough running engine. I let the pilot do the flying; as he has several hundred hours in Canard type aircraft. I made suggestions where I felt they might be needed and helped with landing gear; ATC; etc.




Synopsis: An instructor pilot and his private rated instrument student suffered engine failure in their canard; pusher homebuilt. Their high altitude; 9;000 MSL; at the time of the failure and Center vectors allowed them to glide to and adjust their rate of descent to make a successful landing at the nearest suitable airport with no further damage to the airplane.
Date: 201508
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: Mixed
Weather elements / visibility: 5
Aircraft: B737 Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDC
Second aircraft: Widebody Transport
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; 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: While at level cruise at FL340 in a mostly smooth ride; we experienced sudden moderate turbulence with an abrupt right roll to 45 degrees of bank. The autopilot disengaged; and we made manual control inputs to return to level flight. The turbulence lasted for about five seconds. No Passengers or Crew were injured. We reported the event to ATC; but I do not recall if we were talking to Boston or New York ARTCC. The Controller said a [Widebody Transport] had crossed our path about 20 miles in front of us.  He did not mention it because he thought the heavy traffic was far enough away to not be a factor. We were in and out of IMC; so we never saw the [Widebody Transport]. We did have a 60-knot headwind.My recollection of our position [during] the event is vague; but it was near the coast in the Atlantic City to Baltimore area.




Synopsis: Air carrier Captain reported encountering wake turbulence at FL340 when a Widebody Transport aircraft crossed their path 20 miles ahead of them that resulted in an uncommanded 45 degree bank.
Date: 202011
Local time of day: 1201-1800
Location: PDX.Airport, OR
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp PDX
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I entered the ramp from Taxiway E5; established on the center line. Traveling parallel; same direction; in the designated vehicle lane to my left was a large fuel truck. Rate of travel was approximately 10 - 15 mph with my aircraft overtaking. As I approached where the vehicle lane has a T intersection and runs across the taxi line to the parking ramp; the fuel truck took the turn without stopping. As soon as I noticed the vehicle taking the turn; I immediately initiated a stop with foot brake and full engine reverse. The driver noticed my aircraft as soon as he made the turn and also stopped. The fuel truck then reversed to provide wing tip clearance so I could proceed. If I had taken evasive action that involved any turn away from the fuel truck; it is likely that the left wing tip would have been close to; if not impacting the front area of the fuel truck. There was little to no margin. After parking and securing the aircraft; I did talk to the fuel truck driver. He admitted that he did not see my aircraft and that the large fuel trucks have a blind spot on the right hand side; which is where I was in relationship to him. However; he acknowledged that he did not stop to clear the turn. This vehicle roadway and subsequent T intersection does not have any mandatory vehicle stop markings before traveling across the ramp center line. It may be suggested to add markings to reinforce the practice of stopping to clear the turn. I would also suggest that [the truck operator] add larger mirrors or combination of mirrors to address the blind spot issue if they haven't already. Finally; this underscores the necessity of reasonably slow travel speeds for both aircraft and service vehicles for ALL operators. Had either fuel truck or my aircraft been traveling faster; which has been observed in the past; it is very likely a collision would have occurred despite the evasive action taken.




Synopsis: Small Transport pilot reported a near-collision with a fuel truck while taxiing at PDX.
Date: 202004
Local time of day: 0601-1200
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Aerofoil Ice System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight ZZZ-ZZZ1 wing A/I fail warning message in moderate ice. [Advised ATC] descended to 9000 ft. to exit ICE conditions.




Synopsis: Captain reported wing anti ice failure in cruise; requiring a descent to exit icing conditions.