elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 1801-2400
Location: MDT.Airport, PA
Flight conditions: VMC
Weather elements / visibility: Cloudy
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MDT
ATC / advisory: Tower MDT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Airspace Structure; Company Policy; Procedure
Primary problem: Aircraft

Narrative: Unsure of what the cause was. The Controller said that 3;000 ft. was the minimum vectoring altitude at that point. 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 ft.; and then handed off to Harrisburg Tower controllers. Passing over the HAR VOR at 3;000 ft. per ATC instructions we were cleared for the straight in ILS 13 approach from Tower. That is when we received an EGPWS terrain warning alarm. I was the Pilot Flying at the time and executed the terrain avoidance procedure. Reaching 3;600 ft. 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 had already been relieved from her 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 Minimum Safe Altitude is 3;400 ft. and aircraft are being sent below the MSA by the controllers.




Synopsis: CRJ First Officer reported receiving an unexplained EGPWS warning on an instrument approach that resulted in an evasive maneuver.
Date: 201207
Local time of day: 1801-2400
Location: N90.TRACON, NY
Weather elements / visibility: Thunderstorm
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: HS 125 Series
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure; Airspace Structure; Human Factors; Weather
Primary problem: Procedure

Narrative: There were thunderstorms to the north of my airspace; causing me to take aircraft via non-standard procedures and feed aircraft via non-standard procedures. A Dash was on a vector eastbound to keep him south of all the weather; I had just take a hand off from the east on the Hawker at 4;000 FT. The Dash was head on at 3;000 FT with 20 miles between them. On initial contact I descended the Hawker jet to 2;000 FT. I was expecting a normal rate of descent from the Hawker; however; his descent rate was very slow and not standard at all. I missed this because I was vectoring another aircraft up to the north between some of the storms as well. Then another controller called to coordinate another aircraft from the east; as I was answering and coordinating with him I noticed the Hawker jet had gone about 8-10 miles and was only then just descending through 3;000 FT; head on with the Dash with only about 4-5 miles between them. One minute prior to this; the Dash had asked for a deviation of 10 degrees to the right which I had approved. When I became aware of the head-on; I told the Hawker jet to expedite his descent and called the traffic. I instructed the Dash to turn back to the left for traffic and issued the traffic. I then went back to the Hawker and turned him to the left and issued traffic again. He reported the Dash in sight. The closest the 2 aircraft came was 300 FT vertically and .9 miles laterally. When weather is in the area; we should not be bending airspace rules and procedures. If they aircraft can't get through; then let them go and hold somewhere for a while and/or divert until the weather passes. Working outside my airspace; making all the co-ordinations and point outs myself caused me to miss the slow descent rate which the Hawker jet was performing and nearly caused a mid-air collision.




Synopsis: N90 Controller described an unsafe condition during a busy period when weather required multiple avoidance vectors and altering airspace procedures a condition that is not safe according to the reporter.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Dispatcher at a nearby desk advised me that one of my flights was calling on her frequency. (I imagine a dialing error was made in the haste of the situation; as my desk was a similar number.) She conferenced the flight with Maintenance Control. I went over to the desk (on the other side of the room); and overheard they were declaring an emergency and asking Dispatch to respond. I answered and asked for details; if they had time. They responded with details; but unfortunately; they were unreadable due to bleed over from another operations frequency. Eventually I was able to confirm landing back at [departure airport]; declaring emergency due main pitch trim inoperative; after frustrating attempts by the crew to inform me of problem and action to be taken. The problem with this bleed over is not a new problem; and makes communication between the flight crew and Dispatch difficult at best. In this case; the emergency did not require any action or assistance from the Dispatcher; but there have been instances when this was not the case. This is not a new problem; but probably should be re-addressed.




Synopsis: A Dispatcher reported that he heard an aircraft declaring an emergency for an elevator trim problem but the company radio frequency bleed over was so strong that he had difficulty acknowledging the crew's emergency.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
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: Autoflight System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight was on MEL for FMGC2 (Flight Management Guidance Computer). Prior to beginning descent FMGC1 failed; resulting in a FMGC dual failure. Followed SOPs; ATC vectored us for a visual approach. Flight landed without incident.




Synopsis: A321 Captain reported losing FMGC1 after being dispatched with FMGC2 deferred inoperative.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Lancair IV/IVP
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance; Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We had a hydraulic pump that was performing erratically and after maintenance inspection the plane was returned to service; but we pulled the circuit breaker on the hydraulic pump and placarded it as inoperable for the flight as a precaution after initially charging the hydraulic pressure in case any was needed. As a further safety precaution we elected not to raise the gear and flew below gear extension speed limits. We flew filed IFR (but entirely in VMC conditions) directly to the location of the builder of the airplane; to have the pump inspected by the people most knowledgeable about the plane; who designed and built the system; as the plane is experimental and there is no stock maintenance guide for an unfamiliar mechanic to follow.




Synopsis: LNP4 pilot reported ferrying the aircraft for maintenance after a hydraulic pump malfunctioned.
Date: 202007
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: We were doing our pre-flight checks and an agent comes on and alerts us that there was a customer that was a problem on his last flight and was giving the agents a hard time about not wearing a mask. They said they were going to call the lead (not sure of title) I asked that she call the X Department and let them deal with the customer. The X Department did deal with him and then came and talked to the crew. The entire crew including the cockpit were present. She let us know that he didn't want any trouble and his first reason for not wearing a mask were his beliefs; she let him know it wasn't about his beliefs but it was Company policy and then he claimed to have a medical issue; he said he would wear a mask as much as he could. We start boarding and towards the end of boarding a passenger stopped me to alert me that his son [person discussion above is about] left his passport on a previous flight and was being driven back to our flight. [Person] boards and we depart; after takeoff he takes his shoes and socks off and sticks them in the middle of the aisle and another passenger coming down the aisle almost tripped over them he finally moved them. His behavior was very odd and he didn't wear a mask most of the flight and we didn't approach him due to the issue with the X Department. The woman in XXA was not happy and bothered by the non masked customer. We talked to her after landing and we compensated her on the flight.




Synopsis: Flight Attendant reported being advised about a troublesome passenger before the flight and stated the passenger refused to wear a mask claiming a medical condition.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During arrival at approximately 17;000 feet; Flight Attendants (FA) called and informed us that a 55-60 year old female was experiencing chest pains and nausea. Upon detection; I [notified] Approach Control and passed required info. Landed on the right runway to expedite arrival. Loaded and briefed appropriate procedures to include taxi to gate. Operations was advised and paramedics were requested to meet the aircraft. FAs advised us they administered O2; and a nurse on board responded to their PA for a physician. The nurse advised them the passenger was diabetic. They gave the passenger some food to boost her blood-sugar levels. During the descent below 10;000ft the Pilot Flying exceeded 250 knots to expedite the approach until turning base. The approach was stable and the landing was uneventful. Paramedics met the aircraft at the gate. Total time from notification inflight to parking at the gate was approximately 21 minutes. FAs did a great job and Approach; Tower; and ground ATC controllers were extremely helpful.


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


Synopsis: Air Carrier flight crew reported experiencing a medical emergency on descent. ATC was notified and was given priority handling.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: Engine did not produce adequate power to climb safely from Runway XXR. I declared an emergency on Tower frequency and was cleared to circle to land on Runway YYL. The cause was mechanical. A contributing factor in the chain of events was the failure of the pilot and other parties to be aware that the expected full power RPM should have been about 2450 on the static full power run-up used to test the engine following the repair. The aircraft was producing about 2150 RPM on a static run-up test prior to the incident.




Synopsis: Following an unspecified 'repair' the pilot of a PA28 attempted a takeoff despite a full power run-up test which resulted in significant RPM underperformance. Once airborne; the aircraft was unable to climb; an emergency was declared and an opposite direction landing on the takeoff runway was successful. The reporter advised he and 'other parties' were unaware of what RPM was expected during the static run-up.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; 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: While enroute to ZZZ1 from ZZZ at FL 390 we received a HYD Y RSVR LO LVL ECAM. First Officer was PF. I ran the ECAM procedure which gave us a secondary ECAM: HYD Y ENG 2 PUMP LO PR. When looking at all available information including weather and NOTAMS at destination which included closure of longest runway; weather conditions at ZZZ2 and distance from ZZZ; we decided to head back to ZZZ. We lost Yellow HYD system Spoilers 2 & 4 ; Reverser number 2 and yaw damper number 2. Aircraft approach capability was also degraded. I [advised] with Center; sent a 7700 code to our Dispatcher and made a PA to our passengers. I had all 3 flight attendants on the intercom system. I notified them of our situation and that we were headed back to ZZZ. I told them they had plenty of time to prepare for landing as we were approximately 45-50 minutes to landing and that it would be a PRECAUTIONARY LANDING. I asked if they had any questions and they each individually stated there were none. ATC gave us direct vectors to ZZZ1 and were given the ILS approach to RWY XXR. ZZZ1 was VFR. First Officer continued to fly during the entire time. The landing was uneventful. ARFF was requested and they were standing by. I did not shut down engines at gate until chocks were in place due to very low YELLOW accumulator pressure. We were met by Maintenance and they stated that there was in fact evidence of hydraulic fluid inside the wheel well and it was still leaking. AML entry was completed. There was no leaks of any other HYD System.




Synopsis: A319 Captain reported loss of fluid from the yellow hydraulic system; causing an air turnback and precautionary landing.
Date: 201903
Local time of day: 1201-1800
Location: FCM.Tower, MN
Aircraft: Small Aircraft
Operating under: Part 91
Airspace: Class D FCM
ATC / advisory: Tower FCM
Reporter organization: Government
Reporter function: Local
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X called inbound from the SW and I assigned left traffic for [Runway] 28L. As he entered the downwind; I changed him to [Runway] 28R and cleared him to land. As he turned final; I couldn't tell if he was lined up to land [Runway] 28L or 28R. I didn't have any other conflicts; and didn't want to distract the pilot (who I assume was a student); so I let them land without saying anything. The pilot did correctly land [Runway] 28R. The Tower is too far away from the runways to effectively see what runway your traffic is landing. The Tower should be moved closer to the runways.




Synopsis: FCM Tower Controller reported they were not sure aircraft was lined up for correct runway before it landed.
Date: 202101
Aircraft: Commercial Fixed Wing
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: This occurred during flight.  Passenger X is seated at X5. Another passenger flagged me and said that Passenger X was not wearing a mask; and that he was coughing.  Passenger X was sleeping and I roused him on the arm and gave him his mask to put on; as he had placed the mask on his armrest. He put on his mask.  But sometime shortly before arrival (maybe 30 minutes before); I found him again without a mask and tried to rouse him. But this time he was wearing huge noise cancellation headphones and would not respond to any tapping or rousing; and no response to my calling his name.  He had drank some liquor during the flight; but not enough that he could not be roused.  I believe he was ignoring me on purpose and pretending to sleep; and had put the headsets on as an excuse to not hear me. Then the Captain called me that we had to prep the cabin early due to expected turbulence before landing.We then proceeded to do prep for landing. I again attempted to rouse Passenger X as his seat was reclined.  And again; no response. I had to physically push his chair upright; as he would not respond to do it himself.  Then I tried to rouse him again; tapping him; calling his name; and telling him to put on his mask. He finally slowly came awake. I put his mask in his hand (he again had put it on his armrest) and told him repeatedly to put on his mask.  He finally complied. And as he was leaving the airplane; I saw him again take off his mask at the jetbridge.I believe Passenger X was doing everything on purpose; and that he was awake and just pretending to sleep.  He would have had to have taken copious amounts of liquor to not have been aware of me rousing him; tapping him; or calling his name.  He also had this huge headphones on.  I feel strongly concerned about the possibility that he had done this before; and likely gotten away with it too.   I am putting this on for the record; so there will be something to refer to in case he does it again.




Synopsis: Flight Attendant reported a passenger was non-compliant with face mask policy during flight.