elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Weather elements / visibility: Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown
Second reporter function: Dispatcher
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: Aircraft X was on route direct to MANTA intersection and then an arrival into PHL descending to FL280. I had plugged into Sector 31 as the radar controller a couple of minutes prior to the aircraft checking on; and was informed by the previous controller that there were some weather deviations; but surprisingly no bad rides. I issued the weather to Aircraft X and received no response. No more than two minutes later I issued a descent clearance to Aircraft X to cross 35 miles north of MANTA at FL200; no response and I issued it one more time. The pilot read back the clearance and then reported moderate turbulence descending from FL300-280 five miles behind. I thanked him for the report. At this point I was relieved from position to take over as CIC (Controller In Charge) in the area.  A couple of minutes later; the new Sector 31 Controller advised me that Aircraft X encountered moderate to severe turbulence and that there were injuries on board the aircraft. The aircraft was switched to ZNY for more expedient routing.


Second narrative: Aircraft X was flight planned through a FPG (Flight Planning Guidance) that had light-moderate-occasional Turbulence from FL280-FL340. Flight was planned to descend to FL280 at LFV. There was an FPG in the area; if I remember it started just prior to LFV. I had no reports of bad or good rides reported by other Flights in the area.There were no SIGMETs or PIREPs in the area; from other flights traversing the area in question.


Synopsis: Two Controllers and two Dispatchers reported a flight encountered severe turbulence which resulted in injuries to flight attendants and passengers.
Date: 201701
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: While the flight was holding due to thunderstorms at ZZZ; the Dispatcher began to evaluate closer alternates. The Dispatcher checked SPS NOTAMs in SABRE and noted the Tower was NOTAMed closed but there was no runway closure NOTAMs in SABRE. Upon further evaluation and checking NOTAMs on the FAA website; the Dispatcher saw that there in fact was a NOTAM in effect for runway 15R/33L CLOSED that was not in SABRE. The runway was closed with work in progress. The NOTAM was sent to the NOTAM Management System but was never published into SABRE. Flight Planning published the NOTAM after becoming aware of the discrepancy. This could have been a dangerous situation if the flight attempted to land on this closed runway with possible work equipment on the runway; tower closed and at night time.




Synopsis: An air carrier Dispatcher reported that important NOTAM information regarding a runway closer was not published in the company's flight planning software.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff from ZZZ; at approximately V1; aircraft pulled slightly left (perhaps 6-10 ft.). CA (Captain) suspected either wind gust; wake turbulence from preceding aircraft; or uneven pavement as the possible cause. Aircraft corrected back to centerline and normal takeoff and departure were made. Both CA and FO (First Officer) felt it was prudent however; to have the Tower observe the undercarriage before a landing was made just in case the cause was due to tire; nose gear; etc. so; as a precautionary measure; CA chose to make a low approach prior to landing for a visual inspection of the landing gear by the tower. As expected; no anomalies were seen by the Tower and subsequently a normal landing was made without incident or further issue. No further ground control issues were noted. A report was filed to ensure the company was aware of the reason for the low approach and since it appeared that ATC may have subsequently [given us priority handling] and had emergency vehicles standing by as a precaution. I became aware of possible FAA investigation via phone call from [Company]. Prior to this phone call; I was not aware of any potential non-compliance or outstanding issue for that flight. Therefore; no report was previously filed. Additionally; no maintenance write-up was made of this incident due to the fact that no known maintenance problem or repair was identified.Be aware of possible wake turbulence effects during t/o roll.Ensure Captain is made aware that [priority handling was given] by ATC; etc.




Synopsis: E-175 Captain reported becoming aware of possible FAA investigation regarding a low approach prior to full stop landing.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Propeller Blade
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: Standard landing approach to Runway 13. Flared for landing and touched right rear wheel first. A wind gust lifted the plane from the left rear and the nose went into the runway damaging the propeller. The plane did not flip and ultimately settled on all 3 wheels. The engine continued to run and did not feel off-balance so I pulled off the runway and taxied to the ramp area. After shutting the engine down I exited the plane and examined the plane. The propeller was significantly damaged and the tip of the passenger side wing was slightly damaged.




Synopsis: A Cessna 172 pilot reported that gust of wind caused him lose control during landing.
Date: 202002
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: APU Pneumatic System & Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: An air start was needed at [gate] on a quick turn. when I went on the headset I told the Captain we are ready for an air start. He then proceeded to start engine number 2 on his own. An agent did not know that engine was on and walked right in front and almost got sucked in.




Synopsis: Ground personnel reported Captain started engine without obtaining clearance; almost ingesting a ground agent.
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A321
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: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After one hour in flight; ECAM displayed WHEEL N/W STRG FAULT. This fault was not an Immediate Action nor an ECAM Exception; however the QRH follow-up directed us to go to page 10. The instructions on page 11 of the QRH directed us to initiate the steps after landing gear extension. After we discussed the plan of action as a crew; the Captain communicated the final plan to the Dispatcher and Maintenance personnel. Once coordinated with ATC; we decided to execute the procedure about 10 miles from the airport. The landing gear was lowered and the nose wheel steering fault remained on display. The WHEEL N/W STRG FAULT checklist was completed. The final QRH guidance was that automatic rollout was not permitted and the use of differential braking to steer the aircraft during taxi was necessary. The ECAM supplemental Non-normal and Emergency Landing Checklist were also reviewed and followed step by step. The ECAM displayed CAT III Dual and N/W STRG were inoperative. The Captain decided to land on the longest runway. After landing the Captain cleared the runway using differential braking. The Fire Chief inspected the nose gear and once cleared; the Captain taxied forward to better position the airplane to be towed away. Once coordinated with ATC and ground personnel; the airplane was towed to the gate.Unknown cause of the equipment malfunction. All QRH procedures and Company guidance were followed. The Captain did an outstanding job integrating the crew; communicating and coordinating the final plan.




Synopsis: A321 First Officer reported a nosewheel steering fault inflight. The flight landed with inoperative nosewheel steering.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off on and made a left 270 to 1;500 feet MSL as directed to cross over ZZZ airport midfield and then vectors to 020.  As I rolled out on heading and ZZZ called the frequency change at 1;800 feet to Approach; the rear latch on my Glasair Super II Pilot side door failed and slid out of the latched position and back up inside the door. I immediately grabbed the door handle and held it cross body to keep the door from opening in flight and subsequently departing the aircraft. (The Glasair gull wing door is known for departing the aircraft and possibly striking the tail in flight if it opens fully). Thankfully the forward latching pin stayed engaged enough to hold the door in place with my having grabbed the handle and slowing the aircraft enough that the air stream stopped pulling it outward (I slowed from 140 kts indicated to approximately 90 kts indicated). At this point I made a right turn back towards and right downwind for the XX runways. I explained the situation with Tower.  They cleared runway and cleared me to land.  I was able to maintain a slow enough speed and descended from 1;800 feet to the runway without further incident.  I taxied off as directed and into a run up area; where I was able to shutdown; explained the situation to Ground Control; retrieve my tool kit and manually reset and lock the pilot side door for flight.  I was then able to take off and fly back to ZZZ1 without incident.Upon Further investigation once back home; I found that the resin block that held the rear latching pin and guide in place had completely dislodged inside the door and caused the rear latching pin to slide up into the door instead of into the latch housing into the aircraft frame.  This lack of closure was not evident until slipstream was fast enough to pull the door from its recess (approximately 130 kts) and cause it start to dislodge from the aircraft body.  The repair will be to use vinyl ester resin and cabosil filler to glue the metal latch guide back into place inside the door frame; so that the latch cannot slide into and up inside the door frame.




Synopsis: Pilot flying Glasair Super II encountered unlatched cockpit door after takeoff.
Date: 201703
Local time of day: 0601-1200
Location: LVN.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E LVN
ATC / advisory: CTAF LVN
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Three aircraft were involved in this incident. The corporate jet about to depart Runway 12; the experimental that took off on Runway 3; and the trainer my student and I were in as observers on downwind. My student and I were doing touch and go pattern work on runway 12 at LVN. Winds were calm. Normally; 30 is the calm wind runway; but at the beginning of operations that morning; aircraft favored 12. During one of our circuits; a corporate jet taxied out to the takeoff end of 12 in order to await our arrival/departure. As we were climbing out and turning a right crosswind; I heard a white experimental aircraft announce takeoff on 30. At the same time; the jet announced departure on 12. I informed the experimental that he should not enter the runway as a jet was about to depart and 12 was the current active runway (we had been announcing our position in the pattern all along). The experimental continued its takeoff roll without any further communication. I told the jet on CTAF that he had a renegade aircraft heading his way; so he stopped.During this time; we executed a left hand turn away from the traffic pattern to ensure we would not conflict with the experimental. The jet pilot thanked me for the heads up. The offending aircraft yelled the word 'renegade' on the airwaves as a taunt and continued to depart the area.




Synopsis: GA flight instructor reported while in the pattern at LVN a corporate jet announced their intention to depart Runway 12 while an experimental aircraft announced and continued to takeoff on Runway 30.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During flight on a practice VFR/VMC approach; the engine began sputtering. I swapped fuel tanks and it fixed the issue but I immediately began making my way to the nearest airport (ZZZ about 10NM from our location). Roughly 5-10 seconds later; the engine began sputtering again. I swapped the tanks again; and identified a location to set it down. A few seconds after swapping fuel tanks for the second time the engine quit. The auxiliary pump was on before the first instance of engine sputter and remained for the remainder of the flight. Once the engine quit and I realized I was not going to make ZZZ; so I [advised ATC] on XXX.YYY (ZZZ Approach). I advised Approach I was over the town of X and was going to set it down on a road in town. It was the only road that had enough lamp posts to where I could actually see the road. I executed the landing with no power. There was no damage done to any property or the aircraft; and there were no injuries or deaths.The conditions the night of the off field landing were night time (approximately 3 hours after sunset); winds from the south around 5 kts; 0% illumination with the moon still below the horizon at the time of the landing; and clear skies.The POH of the aircraft flown states at 75% power at the altitudes I was flying the aircraft should have been burning 10.5 gallons per hour. The 48 gallons total usable fuel capacity of the aircraft allows for appximately 4.5 hours of flight time before empty. We took off with full fuel. We ran out of fuel at 3.5 hours of Hobbs times. At the time of the engine stoppage; we should have had approximately 10 gallons/1 hour of fuel remaining.A new engine had just been installed on the aircraft. It had already flown on the new engine for approximately 2-3 hours when I was dispatched the aircraft for my flight. There was no fuel leak identified during the pre-flight. Or reported from the prior users of the aircraft.




Synopsis: PA-28 pilot reported that the engine began sputtering during approach and eventually stopped. Pilot executed a successful off-field landing.
Date: 202101
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Weather elements / visibility: Light drizzle
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Rotorcraft
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: I was switched from ZHU Center to Kingsville Approach and I requested direct to the IAF CELIV for the COPTER RNAV 22 into the Alice Hospital. Kingsville Approach stated that they could not clear me for the approach; because they did not have the procedures; yet in the past we have had other controllers clear us. This has been an on-going issue with this particular facility. The approaches are certified and have been established for this hospital for some time. A short time later Kingsville came back and told me to maintain altitude until reaching CELIV and established; switch to advisory and report IFR (Instrument Flight Rules) cancellation on the frequency; or call their number when I'm on the ground. In hindsight; I'm not sure if they were finally able to locate their copy of the procedure; and I may have confused their last set of instructions as the clearance. When I contacted Kingsville TRACON by phone to coordinate my departure from the hospital; I was given the designated Obstacle Departure Procedure (ODP) for that particular location; adding further confusion; because there must be a copy of the procedure.




Synopsis: Helicopter pilot reports Air Traffic Control did not have proper procedure.