elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: FCC (Flight Control Computer)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On short final; first officer was flying. An uncommanded Annunciation 'priority right' for the First Officer side stick occurred; immediately followed by another annunciation of the same and an uncommanded increase in thrust. I took control of the aircraft at this time; assigned side stick priority to my side; disconnected auto thrust; and executed a go-around as the approach was no longer stable per company policy. The aircraft then functioned normally and a normal approach and landing was accomplished and maintenance informed of the anomaly.




Synopsis: A321 Captain reported a priority right side stick anomaly during approach and elected to perform a go-around. The Captain disconnected autothrust and autopilot and re-tried the approach and landing after assigning side stick priority to the Captain's side.
Date: 201510
Weather elements / visibility: Turbulence
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: About 35 minutes out of [departure] we were in the aisle serving drinks and food. The Captain called the purser and the purser said over the PA to be seated. I sat on the floor and then was told it might be 20 minutes of turbulence; so the other Flight Attendant and I took the carts to the back galley and put them away. About 15 minutes later the Captain called and said we can get up; but don't take the carts out in the aisle. I questioned the Captain; with the Purser on the phone; asking if he was saying we can get up. He said yes; so the other Flight Attendant and I started to stock the liquor cart and the food cart. Five minutes later severe turbulence hit us while we were in the back galley. I was facing the back of the 737-900 and was thrown in the air along with the food cart; there are not any handles in the back to hold onto. I landed on my right knee and hit my left hand on a screw hanging from the food cart; the screw punctured my left wrist. I hit the right side of my head on the cart; and I wrenched my back. When we were able to get off the floor we called the purser to tell her we were hurt. The pilot got information from us and asked if we needed to land; and they also called Medlink. The other Flight Attendant and I felt that we could make it to destination; but we needed to be seen by paramedics. The paramedic met us at the plane and felt we should go to the hospital to have x-rays and to find out what our injuries were. The ambulance took us to the Hospital. They took x-rays and found a fractured Tibia Plateau. The other Flight Attendant and I did not leave the hospital until 7 hours later when we took a taxi to the hotel. The hospital gave me crutches and a leg brace. We flew home the next day.




Synopsis: B737-900 Flight Attendant described injuries received during a severe turbulence encounter.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Weather; Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: On departure we experienced a compressor stall on the right engine at 800 FT AGL. We controlled the aircraft; declared an emergency; climbed to a safe altitude; and received vectors back for landing. Uneventful landing and had ARFF follow us to gate and stated both engines were same temperature. The nose bullet was hanging on with 1 bolt and was crushed. I'm not sure why the compressor stall occurred...could have been the nose bullet malfunction or the gusty winds on takeoff...or a combination of both.




Synopsis: MD83 pilot experiences a compressor stall shortly after takeoff and elects to return after declaring an emergency. Post flight reveals that the bullet nose is damaged and hanging by one bolt.
Date: 201408
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E A80
ATC / advisory: TRACON A80
Second aircraft: Boeing Company Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On the DIRTY2 arrival level at 12;000 FT and 250 KTS we felt a few bumps on what had been a smooth ride up until then. A few more bumps occurred that were comparable to light chop. We queried ATC if there was an aircraft in front of us. They told us there was a B737 [or B757] ahead at the same altitude. About the same time the aircraft rolled about 10 degrees or so to the left and came back to level. Then about 20 degrees or so right bank and corrected. Another roll brought us even further over; I'm guessing over 30 degrees to the right and corrected. The autopilot was engaged and was making very rapid control movement beyond what I have seen before. I disconnected the autopilot at that time and hand flew through another roll or two while the pilot not flying requested a heading off of the arrival to get out of the wake turbulence. During the hand flying in the turbulence and [while in the] 20 [degrees] right [turn] ATC heading the aircraft got off altitude 100 FT high. This was quickly corrected and automation was re-established. The ride improved as soon as we were vectored off the arrival course. ATC then brought us back to the arrival and we landed without further incident.


Second narrative: First Officer returned to assigned altitude and pilot not flying reengaged autopilot.The preceding aircraft's turbulence was a threat; and pilot not flying should have been quicker to notify ATC. There was some frequency congestion; but deviating off the assigned altitude by 100 FT was an error both by pilot flying and pilot not flying. Pilot not flying should have been more vigilant; but was distracted making the call to ATC.


Synopsis: CRJ-200 flight crew reported encountering wake turbulence that resulted in rolls to left and right while in trail of a narrow body Boeing during arrival to ATL. ATC provided a turn off course.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Heavy Transport
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A Heavy was inbound from the southwest to Runway 6. An MD80 was inbound from the northwest to Runway 6. The Heavy was number one; while the MD80 was about 7-10 miles in trail; but the Heavy said he needed a 360 to loose more altitude for the approach. I turned the Heavy right to a 090 heading off of the approach to let the MD80 be number one. I then turned the Heavy again right to 330 heading. I meant to turn the Heavy to a 150 heading (a 330 heading is the opposite heading for the base turn for Runway 6). I noticed my mistake when the Heavy went through the 150 heading; I thought I had given him; when he was on an approximate 220 heading. I then said fly heading 150. While expecting the Heavy to turn back left to a 150 heading; because of the approximate 220 heading he was on; he kept going right to a 150 heading which made him a factor with the MD80. If the Heavy had turned back left to a 150 heading like he was supposed to it would have been no factor. However; when he continued the right turn it appeared separation could have been lost with the MD80. I was able to get the Heavy to turn left to a 150 heading and very well could have had divergence. [Do] not use 'fly heading'; but actually use 'turn left/right heading' most of the time.




Synopsis: TRACON Controller described a loss of separation event when using the phrase 'fly headings' in lieu of the more precise 'turn left/right etc' resulting in the conflict.
Date: 201811
Local time of day: 1801-2400
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was approaching the DC SFRA on approach to Leesburg. I had a discreet squawk code for my VFR flight plan from ZZZ to JYO. I approached the SFRA from the south and was instructed 'proceed on course under own navigation; and squawk XYYZ. I was also instructed to contact Leesburg Tower and depart the TRACON frequency. A few minutes later I heard calls on guard that an aircraft was violating the SFRA/Restricted airspace. I was in contact with Tower at this point and asked Tower if they were referring to me. I believe there was a lack of clarity in the procedures for the SFRA and the communications from the controllers to me. Also; as a new pilot; this is a difficult area to fly in because of the SFRA and it is fairly easy to get a pilot deviation because of it. Controller instructed me to proceed on course. This was confusing - am I cleared to enter SFRA? I have a flight plan on file showing destination Leesburg; I am squawking the appropriate code and am in communication with ATC and Tower at Leesburg. Is this a violation of the SFRA? All along that sector; there is a 1;500 FT obstacle to exit the SFRA if you are on the eastern side. You have to violate Bravo airspace to leave the SFRA in that zone.




Synopsis: GA pilot reported a possible airspace violation in the DC SFRA area due to confusion and miscommunication.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Procedure

Narrative: I was the D-Side for approximately 1-1.5hrs when ZZZ Approach went ATC Limited with Tower only open from 1800-2000 local time for COVID cleaning. It was clear from before ZZZ went limited that the contingency plan was lacking; and controllers were brainstorming on the fly how we would handle the situation. In the period of 2 hours; I would estimate we had 15 arrivals into ZZZ1/ZZZ2/ZZZ3. It seemed like an abnormally busy time. I do not believe there were any losses; however there seemed to be a complete failure of planning/explanation/preparation provided to us controllers on how to best handle the situation and what we could expect. Many aircraft experience lengthy delays with several getting low on fuel. I would recommend for better contingency plans and better preparation for controllers when such an event is to occur.




Synopsis: Center Developmental Controller reported a Tower went ATC Limited and the confusion that ensued with determining how to handle the situation. Controller cited lack of planning; explanation and preparation as contributing factors.
Date: 201910
Local time of day: 1801-2400
Location: DTW.Airport, MI
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DTW
ATC / advisory: TRACON D21
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were getting vectored for an ILS approach in IMC conditions. As the pilot flying; I had commanded an inadequate descent rate which resulted in going above the glide slope prior to intercepting the localizer. Upon recognizing this and now on course; I then commanded a greater vertical speed from the autopilot which resulted in us going below the glide slope without the autopilot capturing just prior to the final approach fix. The Captain recognized the error and our unstabilized condition; took the controls and executed a missed approach. During the missed approach maneuver; ATC issued an altitude alert for our sink rate. The EGPWS warning for glideslope was also heard. The missed approach and subsequent ILS approach was completed uneventfully.The primary cause of this event was my errors in decision making resulting in me putting the aircraft in a high and fast situation for which I over corrected. The contributing factors was my lack of experience in this type of aircraft. This situation could have been avoided by slowing down and descending much earlier. When allowed to fly an airspeed at our discretion and expecting short vectors to final; I should have slowed down much earlier.




Synopsis: CRJ-700 First Officer reported over-correcting during an ILS approach; resulting in an unstabilized approach and go-around.
Date: 201912
Local time of day: 0601-1200
Location: RDM.Tower, OR
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D RDM
ATC / advisory: Tower RDM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: RDM Tower cleared us for takeoff from Runway 5 with a right turn to 110 degrees. At 400 feet I started the turn and saw an aircraft at 1;000 feet agl on a converging inbound course of about 290 degrees; pointing right at us. ATC pointed the traffic out; and to avoid collision we initiated a left turn back to runway heading until clear of conflict. We heard 'Traffic; Traffic;' but our turn preempted an RA. Closest separation was about two miles.




Synopsis: Air Carrier First Officer reported experiencing an airborne conflict after takeoff from RDM airport.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Challenger 300
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: APU fire Warning; CAS (Crew Alert System) message; triple chime. Aircraft Warning system; CAS message; very slight odor. Cause unknown; possible APU fire. I called for emergency memory items for APU fire warning; maintained control of aircraft; and took control of radios


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


Synopsis: CL-300 flight crew reported receiving an APU fire warning on descent into their destination.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: 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: About 35 minutes into the flight; we noticed #1 engine oil pressure fluctuating. With each fluctuation the pressure was getting lower. We discussed what we would do if this continued; and decided to divert if the pressure continued to drop. We reviewed the emergency checklist and picked out a diversion airport. The pressure went into the yellow and we completed that checklist; briefed the passenger; and diverted. As the pilot flying; I flew the airplane and monitored radios while my co-pilot completed the checklists. The pressure then dropped into the red; giving us a master warning and low pressure annunciator. We secured the engine per the checklist and continued our descent to our diversion airfield. We declared an emergency and did a visual approach with no further incidents. Note: this engine had just been worked on for an oil leak; and was signed off prior to our flight.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: A CE-560XLS flight crew shut down the left engine when the oil pressure fell into the red and diverted to the nearest suitable airport.
Date: 202001
Local time of day: 1201-1800
Location: MIA.TRACON, FL
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Distraction
Anomaly: Other uav report
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: While on WINCO2 SID from MIA between FORKK and BORLE and climbing through approximately 9;000 feet; observed a drone off the right wing at approximately 4;000-5;000 feet. Reported it to Miami Departure. I was able to see it because sunlight was reflecting off of it.




Synopsis: B737 first officer reported a UAV to departure control.