elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: X-WIND; 100
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was returning from a training flight practicing short field landings at a remote strip. The aircraft is a 1955 C-180.  At the time; the aircraft was very light. One pilot; minimal fuel; no cargo. 8.50 x 6.00 tires at 26 psi. On approach to Runway XXR; final wind reported as 10/350.  Earlier winds were reported 10-G15. This is my home base; and these wind conditions are not unusual.  As expected for early weather reports obtained in route. Due to the cross-wind; I landed with the upwind wing low. 30 degrees of flap.  I initially landed on the right main wheel; then let the left wheel settle as my speed decreased. I was firmly in a wheel landing with ailerons toward the crosswind. Estimated airspeed around 45mph. As I slowed further; I put the tail down too aggressively.  My intention was to pin the tail wheel to prevent weathervaning in the crosswind. Unfortunately; lowering the tail too rapidly induced a right turning tendency; this force coupled with increased lift due to the change in angle of attack and the crosswind; resulting in the right wing lifting. I had 30 degrees of flaps deployed. These combined forces began a ground loop.  As the left wing touched the ground; I applied full left brake momentarily; and the aircraft came back onto both wheels; and departed the runway into the grass on a course of approximately 360.  Left wing tip was damaged. No other part of the airplane was damaged. The airport was closed for 20 minutes while the airport authority checked the runway for debris.  None was found.  Aircraft was taxied to hangar. The failure was a combination of overconfidence; and failure maintain directional control when lowering the tail from a wheel landing. I had been told that with enough experience; every Cessna 180 pilot with eventually ground loop the aircraft. I must report that the old adage appears to be true.




Synopsis: Pilot reported ground loop occurred after landing in windy conditions; resulting in a runway excursion and damage to the aircraft.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-34-200T Turbo Seneca II
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On a training flight today in a PA 34/200 I was flying with 2 students doing full stop taxi backs on Runway 27 left. After flying one full hour with the first student we pulled off the side of the runway to switch to the other students. After 3 circuits; turning from crosswind to a left downwind for Runway 27 left we heard a very loud bang and both saw a black object. Shortly after that the baggage door ripped off the nose of the air plane and flew over at the windshield. At that point we were in a left turn and the aircraft became very hard to control. Not knowing what had happened from inside the aircraft we made shallow banked turns to land on Runway 30. I automatically thought it was a bird strike which I informed the Tower of. I did not declare an emergency due to the fact the landing gear came down and the engines were running. Although difficult to control did not feel the need to call out an emergency. The FAA met us at the school and claimed it was not a bird strike due to the fact there was no debris. I am positive the baggage door was closed and locked due to the fact it was an initial flight for these two students and a through pre flight was conducted has it was part of the lesson; where I stressed the importance of making sure the baggage door was locked.




Synopsis: Following a loud bang; a PA34-200 baggage door flew over the windshield and the aircraft became difficult to fly so the Instructor with two students in the landing pattern took control and landed.
Date: 201909
Local time of day: 0601-1200
Location: MLI.Airport, IL
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class C MLI
ATC / advisory: TRACON MLI
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: A Bonanza took off and wanted to turn straight back to the west for a practice RNAV approach. On initial call they were at 1500 ft. on a 050 heading about a mile from the runway so I turned them to a 270 heading. The small aircraft turned very slow and it took them about 4 to 5 miles to make the full turn to the west. At that time they were in a MVA (Minimum Vectoring Altitude) area of 3000 ft. still at 1900 ft. when they entered the MVA. I turned them more to the south to get them away from the obstruction but by that time they were already reaching the height of the obstruction of 2100 ft. and I turned them back to their initial approach fix. I should have known that a student pilot in a small aircraft which can usually turn very tight is not going to fly the aircraft as someone who is not a student. Also complacency; I have turned several aircraft without issue inside of the MVA because small aircraft can turn so tight.




Synopsis: MLI TRACON Controller reported an aircraft executed a turn wider than they expected and flew below the Minimum Vectoring Altitude.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
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
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon receipt of the aircraft; the logbook indicated a previous day write-up for 'Excessive oil consumption' on engine number 1. The signoff read; 'Replaced magnetic seal; no leaks noted.' Oil levels were: number 1: 88 percent; number 2: 100 percent. 1.75 hours into the flight; the number 1 was at 49 percent. I notified Dispatch and we continued to monitor the oil loss. Later; 37 percent; and then later 28 percent. At one time I asked Dispatch if they had a preference of action. He said that they had been looking at this long enough. They were ready for either. Operationally; it would be best to continue on [to ZZZ]; Maintenance wise; it would be best to land in ZZZ1. We were estimating landing at ZZZ with 10-15 percent oil quantity. Not knowing at what point we might begin to experience temperature and pressure issues; combined with the possibility of landing single engine at a special airport with a 3.5 degree GS; the First Officer; Dispatcher; and I agreed that a divert to ZZZ1 was the most prudent decision. Landing was uneventful. Upon arriving at the gate; Maintenance was about 99 percent sure what the problem was and thanked us for 'not toasting the engine!'


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


Synopsis: B737 flight crew reported a diversion due to engine oil quantity decreasing in flight.
Date: 201902
Local time of day: 1201-1800
Location: DVT.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D DVT
ATC / advisory: Tower DVT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: On extended right base leg to 25R at DVT; I observed am aircraft; similar to an Extra 300; traveling to the west (as though it were on the downwind to [Runway] 7L; against the current traffic direction); passing in front of me and slightly above. The aircraft was not in communication with the North Tower; which I was in contact with and had directed me to the extended base leg for [Runway] 25R. I was a little above traffic pattern altitude at about 2;700 feet as I was still descending; and the other aircraft was slightly above me. As it passed to my right and was off my right wing; it did a half snap roll and descended vertically; and at that time; it was apparent to me that it was a large radio controlled aircraft above the Sun Valley Fliers Field just NE of DVT. At that time; it was also evident that it was a lot closer to me than I had originally estimated; since it was not a full-sized aircraft. I reported this to ATC when it happened since there were other aircraft in the pattern at the time.




Synopsis: General aviation pilot reported a close encounter with a UAV while in the landing pattern at Phoenix Deer Valley Airport.
Date: 202009
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class A Y
ATC / advisory: Center ZFW
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through FL180 and shortly after verifying normal cabin altitude and pressure differential; the copilot windshield blew out. I declared an emergency and initiated an emergency descent.  I safely flew the airplane back to the departure airport. I committed no negligent activity; and if I did; it was completely unintentional.




Synopsis: C340 Pilot reported copilot windshield blew out resulted in safe landing.
Date: 201911
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was working a radar sector and a D Side (Radar Assist) had just sat down next to me to help. Aircraft X checked on level at 37;000 feet. I scanned my scope and didn't see a data block with that aircraft. I displayed a route using the call sign and noticed it was coming from west of my airspace; but it was off my screen. I told Aircraft X to go back to his previous frequency. Because he sounded a little confused I expanded my radar screen and saw his data block approximately 50 miles west of the Center boundary. His data block showed FL370 descending to FL350; but he checked on level at 37;000 feet. I immediately told him to stay on the frequency. His data block started to flash with Aircraft Y also level 37;000 feet. My D Side began to call the adjacent sector to advise them we were going to descend Aircraft X to 35;000 feet. I was able to descend Aircraft X to keep separation. Remember Aircraft X was transferred to my frequency without a handoff.




Synopsis: ZMP Center Controller reported that the adjacent Center ZDV transferred an aircraft to their frequency without a proper handoff; resulting in an airborne conflict.
Date: 202009
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: TFR ZDV
ATC / advisory: Center ZDV
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inadvertent TFR incursion: ZDVI was on a photo flight from ZZZ in CAVU (Ceiling and Visibility Unlimited) conditions using visual navigation and maintaining situational awareness with the Foreflight moving map. Heading southbound over Granby; the Foreflight app froze and I was forced to reboot my iPad. When I restarted Foreflight a few minutes later; it immediately warned me of TFR entry for the firefighting TFR southwest of GNB. I executed an immediate 180 turn and exited the TFR to the north. The extent of incursion on the 190 heading was approximately 2-3 nm before turning northbound. I was aware of the existence of the TFR from my preflight planning and as shown on Foreflight's moving map in the cockpit; but the absence of any visual indication of smoke in the air and/or active fire on the ground; coupled with my distraction due to the temporary loss of Foreflight's moving map led to the incursion.




Synopsis: BE-36 pilot reported inadvertently entering a TFR.
Date: 201311
Local time of day: 1201-1800
Location: CLT.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON CLT
Second aircraft: Gulfstream Jet Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were coming into CLT talking to Approach Control. The Controller told us to turn to a heading of 030 degrees to intercept the 36L localizer. We turned as instructed. As we were on the 030 heading my First Officer noticed a Gulfstream aircraft coming towards us on the right. My First Officer told me that he was not turning to intercept the 36C localizer and that he was getting closer and closer to us. I told him to keep and eye on him. We then got a traffic advisory from the TCAS and we advised ATC. After that my First Officer told me that he was not turning and he is getting to close to us. Our autopilot then starts the left hand turn to intercept the 36L localizer when we got a red RA on our TCAS and it was commanding us to descend. I disconnected the autopilot and banked the aircraft even more into a 45 degree bank and pushed forward on the controls to start a descent to keep this Gulfstream from hitting us. As we were in the maneuver ATC tells us that there is an aircraft that flew through the 36C Localizer and was coming towards us. I then told my First Officer to tell ATC on the radio that we are responding to an RA at this time. I looked out the right window and I saw the Gulfstream in a turn to 50 degrees or even possibly more to the right to keep from hitting us. ATC then told us that they are going to vector the Gulfstream to Runway 36R. After we were clear of the conflict I rolled wings level and pitched back up to climb back up to 3;000 feet. I then turned the aircraft right and regained the localizer for 36L and conducted a standard approach and landed safely on 36L with no injuries. I think ATC should have told us sooner about this other aircraft coming towards us. We or he should have been given instructions to climb and break off of the approach due to a possible traffic conflict.




Synopsis: CRJ-200 Captain experiences a NMAC with a business jet while on vectors to intercept Runway 36L localizer. The business jet on vectors to intercept Runway 36C localizer overshot intruding into 36L. TCAS announced the developing conflict and issued a descend RA.
Date: 202102
Local time of day: 0601-1200
Location: UNV.Airport, PA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D UNV
ATC / advisory: Center ZNY
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for Visual Runway 24 in UNV we descended to 3;400 feet. We were straight and level at 3;400 feet crossing the highest obstacle (approximately 2;400 feet MSL) to the southeast of the field. We got the 'terrain; terrain; too low pull up' GPWS warning.[We] climbed to 3;800 feet [and] leveled off; once passed terrain continued approach and landed uneventfully.




Synopsis: Air Carrier Captain reported during approach to UNV airport they received a GPWS alert while in VFR well above terrain resulted in taking corrective action.
Date: 202104
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other All phases
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: The APU went out on this plane before landing initially in ZZZ.  Of course; it was deferred and we were cleared to return to ZZZ1.It was a warm day - not exceptionally so; but hot. These airplanes retain heat all the time; but with a broken APU; the plane becomes a miserably hot metal tube.I had a plane at maximum capacity with a lot of large; hot passengers.  I also had a plane with elderly passengers; small; crying children; and people who did not understand English. All were compliant with the masks; but I also know those masks are dangerous in heat.  The CDC has listed these warnings on their website and in their tweets.  I was very concerned about their health and the heat inside the cabin.While returning the cart to the galley after service; I began to get light headed.  I stood behind the bulkhead (away from passenger view) and removed my mask to breathe oxygen.  I also had to fill a glove with ice to put on the back of my neck to cool myself.  I was very concerned; if I felt that way on a spring day what are the rest of my plane of passengers experiencing?Masks are a very serious and concerning safety issue on hot planes - especially this type and especially when temperatures are climbing.  The summer is going to be a hazard to everyone's masked health - including customers and crew.The mask policy on airplanes needs to be reviewed by the FAA - especially on this make and model.  There are serious safety issues caused by the mask mandates.  Anyone with asthma; heart conditions; lung issues and those who are extremely obese are already at risk when their bodies are exposed to heat.  Constricting their ability to breathe oxygen and fresh air is a danger in HOT spring and summer conditions.  I was taught in training that crew members are more susceptible to hypoxia in the air; but now that threat is greater with FAs flying in masks in hot metal tubes at high altitudes.




Synopsis: Flight Attendant reported health concerns for the crew and passengers having to wear face masks after the APU was inoperative and the cabin temperature was hot.