elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 0001-0600
Location: CLT.TRACON, NC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X checked in descending via the STAR landing north and reported their altitude as 18;500 feet; which matched the Mode C readout. This appeared to be a very high altitude and they had a crossing restriction coming up which was 12000-11000 feet. While the aircraft was over [fix]; the mode C showed 14500 feet. I asked Aircraft X to say altitude; and the pilot reported '12;000 feet. At that point the Mode C disappeared off the screen and they became transponder only. The pilot then said 'Uh we're having some issues with our Mode C; we'll try another one'. The aircraft continued to track the arrival with no altitude readouts. There was another crossing restriction of 9;000 feet coming up as well. After they passed that fix; their Mode C became active again and showed 9;000 feet.I suggested that local management needed to follow up via a brasher warning; to which they declined. We had a verified Mode C readout that was 2;500 feet high on the arrival when the Mode C disappeared; which would be seem to be a pilot deviation.




Synopsis: CLT TRACON Controller reported an aircraft's Mode C quit working after it appeared it would not make a crossing restriction.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
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: Powerplant Lubrication System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute at FL400 received an 'R OIL FILTER' EICAS alert. This indication was initially intermittent; but became continuous as we performed the 767 QRH procedure and coordinated our divert. After performing the precautionary engine shutdown procedure; we declared an emergency and proceeded to an uneventful approach and landing.


Second narrative: [This Report contains no additional information.]


Synopsis: A B767-300 EICAS alerted R OIL FILTER so the crew complied with the QRH; shut the engine down; declared an emergency and diverted to an enroute airport.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Weather elements / visibility: Rain
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon takeoff we got an EICAS message; Pitch Trim Main; fail. As the Non Flying Pilot I finished the After Takeoff checklist which I was in the middle of doing and reached for the QRH. I then followed the instructions while communicating with ATC about the situation. The First Officer notified me that there was a nose pitch up tendency and it was hard to control. After following all the procedures I declared an emergency and headed back. We landed without further incident and were escorted to the gate by the fire trucks. Continue to look over emergency situations. Company can make sure all items are fixed properly if it had a history over recent days.


Second narrative: During takeoff phase of flight just after positive rate; PITCH TRIM MAIN FAIL appeared on EICAS. The trim was inoperative and stuck at 8 degrees up. I continued to fly the airplane while the Pilot Monitoring contacted ATC and advised them we had a problem to work out. At a safe altitude we ran the QRH checklist for the problem. After no change of the present problem; we declared an emergency and returned. Fire trucks were waiting as we landed safely with no incident. The fire marshals did a look over the outside of our aircraft on the taxiway and gave us the all clear to taxi back to the gate. Continue to apply training given in the flight sim.


Synopsis: EMB145 flight crew experiences a MAIN PITCH TRIM failure at rotation. After climbing to a safe altitude QRH procedures are complied with and the flight returns to the departure airport.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: While taking off from Runway X at ZZZ airport on up wind leg about 600 ft. AGL; a Cirrus flew roughly from my right side close to right angles to my flight path and about 50 ft. below me.  The Cirrus was about 310 degrees while my path was about 20 degrees.  Did not see the Cirrus until he was passing me. He passed about 100 ft. in front of me.  My student and I were in the traffic pattern at ZZZ Airport for the previous half hour announcing our positions.  We were not expecting an aircraft to be in our departure path 400 ft. below the pattern altitude near where we would be turning cross wind.  When we informed the Cirrus pilot of the near miss he said that he reported his position previously.  However that did not give him the right to basically enter the pattern on a cross wind 400 ft. below the pattern altitude.  By passing in front of us from our 'blind spot' he committed an act of reckless endangerment.  Either deliberately or by failing to pay attention to the aircraft in the traffic pattern and follow them in per AIM procedures.  I believe the Cirrus eventually landed on Runway XY at ZZZ.  With two intersecting runways and traffic often landing on both runways; plus traffic making instrument approaches at ZZZ; I believe that providing ZZZ with a control tower would greatly improve safety.




Synopsis: Cessna 172 Instructor reported a NMAC at 600 ft. during takeoff.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Did not realize how tired and fatigued I was after agreeing to a 30 minute FDP (Flight Duty Period) extension until we were on the takeoff roll above 100 knots and I had called 'V1' and then I started to call 'Rotate' as the airplane passed through the V1 bug a full 10 knots below our planned rotation speed that was bugged at 139 knots. I had briefed the speeds with the Captain on the before takeoff checklist not two minutes prior. I also failed to catch that the approach mode was not armed for the approach as we flew through the glide slope intercept.




Synopsis: A320 First Officer reported several deviations from Standard Operating Procedure; as a result of fatigue.
Date: 202002
Local time of day: 1201-1800
Location: RNH.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E RNH
ATC / advisory: CTAF RNH
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was on an IFR flight plan. After cancelling my IFR flight plan with ATC; I elected to track the RNAV Approach. Winds were 040 at 7 kts.; a direct crosswind. During the descent into I did not hear anyone on the CTAF so I elected to continue the RNAV Approach intending to land. I announced I was on the RNAV Approach ( approximately 10 miles out)and to which runway on the CTAF frequency. At 4 miles out I heard a Cherokee report downwind for the opposite direction runway. I then transmitted to that aircraft. 'I'm a Navajo on a 4 mile; would it be ok if I land ahead of you; if not I can follow you in'. The Cherokee responded 'that's fine I'll extend my downwind'. I continued my straight in Approach to Runway 14; I then reported 'short final ... full stop'. I did not hear anyone else on the CTAF. After a normal landing; I noticed another single engine low wing aircraft rolling toward me from the opposite direction. We never got close to each other. The aircraft exited the runway midway down the runway. I exited on the same taxiway. The Cherokee I talked to was still in the air reporting base to final.I don't know if the-aircraft on the ground landed [in the] opposite direction or was on an aborted take off roll. I'm not the kind of pilot that would ever cut anyone out of a traffic pattern or continue a straight in Approach to an uncontrolled airport if other airplanes are in the pattern. I always listen to CTAF on the standby radio a long way out so I can get in line with the other aircraft when winds are calm or direct crosswinds. This airport does not have a calm wind runway.This was not a near miss; neither of us were in danger of colliding. The potential for a collision could have been there if we weren't looking down the runway after the landing roll out. I felt I made plenty of position reports for a safe Approach to landing. I also monitored the CTAF so I would know if other aircraft were in the vicinity of the airport.




Synopsis: A Pilot landing at a non towered airport reported after landing encountering another aircraft on the opposite direction runway.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During descent on the arrival while speed brakes were deployed; the speed trim amber light illuminated. The master caution light also illuminated and a flight control light on the system annunciation panel also illuminated. Accomplished the QRH non-normal and proceeded to ZZZ with no further issues. Remained on auto pilot remainder of flight and successfully performed a CAT 2 auto land approach onto [Runway] 4L due to low visibility.




Synopsis: B737 Captain reported that during arrival the Speed Trim Configuration Warning light illuminated and the QRH non-normal checklist was completed prior to landing.
Date: 201810
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower IAD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Ambiguous

Narrative: Line up and wait on Runway 30. Parking brake set. First Officer has the flight controls. Captain has the radios. Cleared for takeoff. At about 60 knots; Dulles tower told someone [company but different callsign] to cancel takeoff clearance. No runway was stated. Another aircraft queried who that was for. At 80-90 knots; I thought I heard tower say '[our callsign]; cancel takeoff clearance'. I queried 'was that for [callsign]' just prior to the 100 knot call. A supervisor; with an older voice; came over the Tower frequency and said 'disregard '. The younger voice controller then came back on a couple of seconds later and told a [company] aircraft on final to 1C to go around. Prior to switching to departure frequency; I asked tower if they were talking to us to cancel takeoff clearance. The supervisor said 'don't worry about it.'


Second narrative: First Officer was Pilot Flying. Received takeoff clearance with 'no delay'. After power advanced to reduced take off power; I heard '[Company]; (not our call sign); cancel takeoff clearance'; Followed by a query for who was that for by another aircraft. Approaching 100kts; heard '[Company]; cancel takeoff clearance'; PM immediately queried 'Who was that for!?!?'; Tower Supervisor then responded with 'Disregard'; followed by [Company] flight XXX go around. This was a flight cleared to land on 01C while we were simultaneously cleared for takeoff on 30.Once airborne Captain queried controllers on if we were asked to stop takeoff roll. Response; 'Yes; but don't worry about it'.There was confusion in our cockpit as well as I think other aircraft as to who the call was made to.


Synopsis: Air carrier flight crew reported a communication breakdown with ATC in regard to a potential cancellation of takeoff clearance during takeoff roll.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Very faint smoke smell reported by flight attendants and passengers at row 15-18. QRC and QRH complied with. Smell dissipated immediately; Maintenance Control and Dispatch notified; and [requested priority handling from ATC]. Returned to ZZZ and landed uneventful.


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


Synopsis: Air carrier flight crew reported flight attendant notification of 'faint smoke smell' in cabin. Flight crew completed a safe air return.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The issue occurred during my first training flight in the Cirrus SR20 as a new hire instructor. During the portion of the flight leading up to the incipient spin event; I was demonstrating stalls to the chief pilot. However; I was making inadvertent control inputs on the sidestick and thus the stall demonstrations tended to have some wing drop.At this point; the chief pilot took over flight controls to demonstrate a falling leaf. During the incident; I was not on the controls and made no inputs to contribute to the event in question. Over the course of the falling leaf demonstration; the chief pilot made drastic control input and the aircraft entered an incipient spin.Data recovered from the aircraft indicated a maximum roll of 164 degrees and 85 degrees nose pitch down were reached over the course of the event. The telemetry also revealed the aircraft hit a maximum vertical speed of -10;000 FPM.The chief pilot used spin recovery techniques and a developed spin was averted. Following the recovery the chief pilot said; 'I wanted to see how close I could get and recover'. The chief pilot also asked if he had scared me or shaken me in an aggressive and intimidating tone.Following the flight; the chief pilot made no report of the event to dispatch or maintenance. The event was only recognized after I went to Human Resources and filed a complaint against the individual; which contained details of this incident as well as other harassment related issues.




Synopsis: SR20 flight instructor reported the flight school chief instructor demonstrated excessive aircraft flight control input and did not report unnecessary stress that was placed upon the airframe.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
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: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: [On] climb out our aircraft failed to pressurize. We discovered that the right rear service door had not been closed properly and was allowing the air to escape. We did not declare an emergency and elected to divert to [a larger nearby airport]. Maintenance came out and re-closed the door; signed off our log book and sent us on our way back to [destination]. The whole situation transpired so fast that only later was I troubled by several factors: 1) We should have declared an emergency since we were in [a] special flight area; and were being vectored around for close to an hour while we troubleshot the problem. 2) How is it that a caterer can improperly close the door on a brand new 737 and there not be an indicator light come on in the cockpit; even in flight with a huge gap showing around the door seal with all the air rushing out!3) After we took off the second time; I began to worry that we might not have all the paperwork required to dispatch legally. I was on OE after only recently being hired by the airline and only had about 25 hours at that point. I STILL am not sure; because the requirements are so convoluted and there isn't a single list of required items in the flight manual...there ought to be.




Synopsis: A B737 aircraft failed to pressurize after takeoff. A rear service door was found to be improperly closed. They did not have a warning light in the cockpit.