elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class A ZDC; Class E ZDC; Class G ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Sector 32 was placed in a highly dangerous and unsafe situation. I was training a D-side and had to jump in and take over; the sector was overloaded with traffic and extremely complex and warranted a CPC; [Certified Professional Controller] D-side and an L-side. There was moderate to extreme precipitation in Bay 2 and TMU [Traffic Management Unit] decided to route their traffic through our sector with little to no restrictions. We were working three flows of PHL arrivals with no in trail spacing. One flow from Bay 6; one from ZTL; and one from sector 36. Blending these three flows in to one with aircraft deviating was proving to be very difficult and complex. We were also working two flows of DCA's and BWI's with no restrictions. We were told that there would only be 2 or 3; but we ended up being overloaded. We had coordinated that aircraft to enter the sector level at FL250 and in trail; but we were getting multiple flows with aircraft descending from high altitudes. During this time we were also dealing with a massive departure push; moderate chop/turbulence and frequency congestion.There were 45+ aircraft in the EDST [En Route Decision Support Tool]; and the sector was alerted red and overloaded;however we were receiving no help from TMU. At one point an L-side had to plug in because the sector was getting out of hand and there were so many aircraft that  it was difficult to see where aircraft were going. This was compounded by the fact that the other sectors in bay 5 were also overloaded. There needs to be better planning; and restrictions put in place to avoid overloading sectors. The strategy of pumping all traffic through a single sector/point is dangerous.




Synopsis: ZDC Center Controller reported the Traffic Management Unit and Management failed to help during a weather event which resulted in unsafe overloaded sectors.
Date: 201308
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Aircraft Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Company Policy; Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Company Policy

Narrative: I have recently learned that the new pilot crew meals being served to flight crews [are packaged] in black plastic trays. These trays are being placed in the aircraft convection ovens to be cooked. The material of this tray is plastic.  I have been informed that flight attendants are not issued ceramic cooking plates and are placing the plastic trays directly on the rack in the ovens. If the flight attendant is distracted they find the plastic tray is melting and what was described to me as being 'shrink wrapped' around the meal. Please do not mistake this as a meal complaint or a quality issue this is a safety issue. I would like to receive notification; by bulletin; from the company that these containers may or may not be placed in the oven.  [Flight attendants must be copied on the bulletin as well]. I also was told that the flight attendants also place the plastic that the rolls are shipped in in the ovens as well. This is also plastic. I called the duty Captain yesterday; who was unfazed by the process or by what I communicated to him and told me to write the union. Thus; there are now two issues at hand. One; the safety situation and Two; the Duty Captain's failure to take the issue seriously. This is not a contract complaint or a grievance issue.  This is what I believe to be a potential fire problem; unless the tray or container and plastic bag is rated for oven use and will not burn. I have advised the pilot's union Air Safety Committee and the Flight Attendant's Safety Chair.  I will also copy the company's Corporate Safety V.P. as well. I would like to receive a definitive response and have it be communicated to all pilots and flight attendants. If there are procedures already in place; then we need to have new and direct communication to the crews on the proper handling of the products and what can and can not be placed in the ovens.




Synopsis: An air carrier Captain reported new flight crew meals are being boarded in plastic containers that are unsuitable for heating in the aircraft convection ovens; shrinking severely and threatening to be combustible.  A flight manager's response to the reporter's concerns was dismissive.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Fog
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; 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; Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ILS XX into ZZZ. I was pilot flying; following the incorrect glideslope and got a low altitude alert from Pittsburgh Tower and recovered immediately. Complacency played a role on my part as well as the Captain who was Pilot monitoring. To prevent this from occurring in the future; I will open the approach plates regardless of weather conditions to ensure proper configuration.




Synopsis: C208 First Officer reported descending below the glideslope and receiving a low altitude alert from ATC.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After takeoff at approximately 500 feet; after retracting the landing gear the engine started skipping. It appeared to be some sort of fuel issue so I switched on the emergency electric fuel pumps and this did help a little. The engine was running very rough so I headed back to the airport. With the windy conditions and poorly running engine I was barely able to reach the airport runway. I was trying to fly the plane and due to insufficient time and preparation I did not extend the landing gear; which was the reason of the gear up landing.




Synopsis: C210 pilot reported an engine problem after takeoff that resulted in a gear up landing.
Date: 201910
Local time of day: 1801-2400
Location: D21.TRACON, MI
Weather elements / visibility: Cloudy
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D HAR
ATC / advisory: TRACON D21
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: Unsure of what the cause was. The Controller said that 3;000 feet was the minimum vectoring altitude at that point. The aircraft took off from ZZZ enroute to MDT. After being told to proceed direct to HAR VOR from Center; unsure of which Center; was then handed off to Harrisburg Approach; we were told to descend to 3;000 feet; and then handed off to Harrisburg Tower. Passing over the HAR VOR at 3;000 feet per ATC instructions we were cleared for the straight in ILS 13 approach from Tower; that is when we received a EGPWS terrain warning alarm. I was the Pilot Flying at the time and executed the terrain avoidance procedure. Reaching 3;600 feet the warning stopped and the Tower Controller asked about the sudden change in altitude. We leveled off picked up on the glideslope and continued to land without incident. The Captain asked for the number to the Tower and called when we landed to see why it occurred. The Tower Controller had apparently already been relieved from the shift at that point.This approach should be reviewed by the FAA to ensure that the TERPS minima is still active near the HAR VOR. The MSA is 3;400 feet and aircraft are being sent below the MSA by the controllers.




Synopsis: Air carrier First Officer reported being vectored below MSA during approach to MDT airport; resulting in a GPWS warning.
Date: 201312
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-30 Twin Comanche
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Blade
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After reaching cruise altitude of 6;000 MSL and setting cruise power I heard a bang and the aircraft exhibited a medium to high rate of vibration in the floor. I verified engine operation was good and looked for any missing [aircraft components]. Not being able to find the problem I canceled my IFR flight plan with Approach and turned toward a nearby suitable airport. I slowed to 120 MPH and begin a 500 foot per minute descent. As the aircraft remained controllable I determined I could be on ground at same time if I continued to back to my departure airport. Upon landing the vibration got worse as aircraft was in flare. On landing rollout I noticed the left spinner was moving about one inch side to side and so I shut down the left engine. The prop stopped with a damaged blade end up. I taxied single engine to the hanger and secured the aircraft.Post flight inspection revealed four inches of one of the left prop [blades was] missing. The left side of the aircraft; just forward of the prop center line; had damage with a dent and cracked gel coat to the fiberglass nose at the battery jumper connection. There was no known prior impact to the blade or history of prop damage.




Synopsis: A PA30B; Twin Comanche; pilot canceled his IFR clearance and returned to his departure airport after experiencing significant vibration ultimately found to be the result of the loss of several inches of one left prop blade which had broken off and struck the fuselage.
Date: 201911
Aircraft: Commercial Fixed Wing
Mission: Training
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Human Factors; Company Policy; Manuals
Primary problem: Human Factors

Narrative: I was notified that my check ride was not valid due to the Examiner not being current in his role as a Check Airman. An Excel spreadsheet would aid in tracking the due dates associated with names of our check airman. They can be linked to Google calendar.




Synopsis: A pilot reported the Examiner giving them a check ride was not current in their Check Airman role.
Date: 201704
Local time of day: 1801-2400
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Relief Pilot; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Whilst on Atlantic Track Y offset 1 NM right; we deviated an additional 1R for wake turbulence. At that point we discovered we were still in the wake and deviated an additional 1R. Shortly after we received via CPDLC; 'standard SLOP (Strategic Lateral Offset Procedure) is 1-2 miles not 3.' We corrected back to the left 1 mile and requested a deviation of 3 miles from the track. The request was granted and reported when no longer deviating. No further comments from CPDLC. Captain was briefed immediately upon his return from break.


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


Synopsis: B767 flight crew reported they exceeded Atlantic track offset limits in an attempt to avoid wake turbulence.
Date: 201605
Local time of day: 1201-1800
Location: LSE.Airport, WI
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Descent
Airspace: Class D LSE
ATC / advisory: Tower LSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Upon approach to LSE the F.O. (First Officer) was cleared for a visual approach 10 miles west of the airport at 2800 ft AGL. The F.O. made a wide (8 Mile) left downwind for runway 36 and attempted to make an immediate descent to 1500 ft AGL. I told him not to descend we were too far out but that we needed to slow down. While I was looking for traffic and talking to tower the F.O. started an immediate descent to 1500 ft AGL. When I told him to stop the descent I noticed a group of towers ahead of us. I took the controls and initiated a climb but it was too late. We received an alert from the EGPWS for an obstacle and to climb. Once clear of the towers I landed uneventfully.


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


Synopsis: Air carrier flight crew reported encountering an EGPWS activation during a visual approach.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: Shortly after landing; the plane started to shake substantially and pulled toward the left. I'm not sure whether I did not apply right rudder quickly/strongly enough; or if there was an issue with the plane that contributed (e.g. right brake less effective then left); but in any case I was unable to maintain sufficient control and the plane left the runway on the left side; going through a small section of grass before re-entering a paved taxiway. It is possible that the fact that I was flying with a friend who is a fairly new student pilot affected the quality of my performance; as I could have been worried about what he would think of my landing compared to how his instructor has been teaching him. In the future I will be more aware of the need to continue 'flying the plane' even after landing; and less concerned with the possible judgment of passengers.




Synopsis: C150 pilot experiences substantial shaking and the aircraft pulling to the left on touch down; resulting in a runway excursion.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: It was cloudy; could not see the ground but we were close. The gear dropped and the Captain said 'Prepare for landing.' Yikes! We hadn't gotten the approach announcement. We rushed around; picking up trash and checking seat belts.  Still couldn't see the ground. I saw the ground; we were coming in fast; perhaps 100 feet? Rushed to my jumpseat and made it. Just before landing the lavatory door behind me opens and a passenger is there. I told him to stay in the lavatory for landing; because he couldn't get back to his seat before landing; hold onto the assist handle and brace himself. This was a  passenger sitting in 6C; according to my tablet. The landing was good; the passenger was OK. I called the Captain to ask him to stop for a minute so he could get back to his assigned seat; but the Captain didn't answer. We did stop for a while so I told him to return to his seat. 'The Flight Attendant told me I could use the bathroom;' he declared.  Wrong. I checked and none of us said he could - we were landing!The Captain called me back and I told him what had happened and what I had done. After deplaning; the Captain was very apologetic; telling me that Air Traffic Control had changed the runway on them THREE times. I passed on his apology to the crew. Oh; and I think I forgot to dump the coffee before we landed too.  If Air Traffic Control hadn't changed the runway three times; the Captain would have been able to notify us in a timely manner. But...stuff happens.




Synopsis: A321 Flight Attendant reported not receiving the approach announcement from the Captain and only realizing how close to landing when hearing the gear extended. The cabin was not completely secured and a passenger was in the forward lavatory during the landing.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
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: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Dispatched with Pack #1 inoperative. Enroute at FL300; Pack #2 failed. Descended and diverted to [nearby airport].




Synopsis: A321 Captain reported being dispatched with one air conditioning pack inoperative; second pack failed enroute at FL300. Captain reported a descent and diversion.