elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: BTV.Airport, VT
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BTV
ATC / advisory: TRACON BTV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While on vectors for the ILS to Runway 33 at BTV; ATC cleared aircraft to descend and maintain 5;500 feet. Captain had TERRAIN display set on his MFD. While level at 5;500 feet the EGPWS aural annunciation TERRAIN PULL UP sounded. Flight crew disconnected the autopilot and initiated a climb. ATC was notified and once the warning was clear the flight returned to the original assigned altitude of 5;500 feet. The flight continued without further incident.The rising terrain while in level flight initiated the EGPWS annunciation. Flight crew immediately disconnected the autopilot and initiated a climb. Continued adherence to policy and procedures and respect for the EGPWS.




Synopsis: Air carrier Captain reported a CFTT event during approach to BTV airport.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During rollout following a wheel landing; the airplane swerved to the right. The student attempted to correct with left rudder and inadvertently applied the brakes. The airplane nosed over and the propeller contacted the ground. No injuries and only minor damage to cowlings occurred. The engine was restarted and the airplane was taxied clear of the runway. The instructor was unable to get the student to release the brakes in time to prevent the ground contact.




Synopsis: PA18 instructor pilot reports damage to the propeller when his student attempts to correct a swerve; using brakes; after a wheel landing.
Date: 202202
Local time of day: 0601-1200
Location: CLE.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small UAS; Multi Rotor
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Hovering (UAS)
Airspace: TFR ZZZ
Reporter organization: Commercial Operator (UAS)
Reporter function: Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person UAS Crew
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On Date at XA:25 AM I flew a UAV to do a roof inspection in Ohio. I was unaware of the temporary flight restriction. I trusted that the drone would not fly in a restricted zone. In the future I will utilize an FAA authorized app to identify temporary flight restrictions. This was a replacement drone for one that had a battery problem and has not yet been registered. The UAV will be registered within 24 hours.

Callback: The reporter had no additional information to share.



Synopsis: Part 107 pilot reported learning after a flight that they had flown in an active TFR.
Date: 201501
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Procedure

Narrative: While descending to 2500 feet on the localizer to Rwy 28R (with a good ident); we were told of parallel RJ traffic for 28L and they had us in sight. We got visual on them as well even though visibility was about 3 miles and the runways not in sight. As we continued the approach; the RJ slowly moved toward us and flew directly over us but was about 400 feet above us. It looked like they were also flying the 28R localizer. We asked the Controller to clarify our runway and their runway assignment and they sounded confused but started to move back toward 28L. Since they were on top of us we couldn't go around. So as I decided to break off the approach (hand fly) and turn right because I could see that they were descending on top of us; we got a descend RA. I complied with the RA while the Captain (PM) informed the Controller. Now we were way right of localizer and low so once we were out from under the RJ we performed a go around. We were given vectors around for an uneventful ILS 28L.


Second narrative: The RJ claimed to be maintaining visual with us; however he flew over us and to our right; prior to him correcting his course. All SOP's and checklists were performed.


Synopsis: An air carrier on the SFO 28R localizer took evasive action and executed a go around after another air carrier on the 28L localizer drifted 400 feet over them with no ATC intervention.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
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 Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Just after reaching cruising altitude; and before reducing condition levers to 900; the First Officer asked me to look at the Number 2 Engine oil pressure. I observed it was fluctuating from 0-35 and elected to shut the engine down. An emergency was declared; all appropriate checklists completed; and we landed the aircraft. No real suggestions here- but I do suggest a change to the Emergency Checklist. The end of the Single Engine Before Landing Checklist includes a bunch of notes; but just above the notes the last checklist item is 'Configuration to go .... Aural'. It is muscle memory for pilots to read 'Configuration to go' on our normal checklist; then stow the checklists. This occurred as well during our issue; and we did not brief the notes. The First Officer and I caught the issue; but specifically one of the notes states that the PTU must be turned on if the Number 2 Engine is the inoperative engine. There is also a note about Flap Power caution lights. I believe those notes should be highlighted or turned into a checklist item. Maybe just before the 'configuration to go' we add something about 'configuration considerations'?




Synopsis: DHC8-300 Captain experiences fluctuating oil pressure after reaching cruise and elects to shut the engine down and return to the departure airport. Some notes on the Single Engine Before Landing Checklist are overlooked due to the way the checklist is designed.
Date: 201906
Local time of day: 0601-1200
Location: BIKF.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Push clearance was to push and release Spot 6. Unable to locate a Spot 6 on any BIKF charts. Drop points are not depicted correctly on 10-9A pages. Update 10-9A page.




Synopsis: Air carrier Captain reported taxi drop spots are not on airport charts.
Date: 201210
Local time of day: 1801-2400
Location: MDW.Airport, IL
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Have been noticing over the summer that the rubber buildup on the touchdown zone of MDW [Runway] 31C is getting quite thick. Striping is becoming obscured. Have had the thought that landing on 13C could become 'sporty' during rollout. Have also thought that landing with contamination on 13C could lead to a situation where 'good' braking action would be experienced until midpoint and then action could quickly become 'poor' in rollout due to rubber buildup. We landed 13C with contamination (-RA & BR) and a fairly heavy aircraft. Braking action was 'good' with maximum autobrake used and required. Deceleration rate in rollout area (31C touchdown area) was consistent with 'good'; but anti-skid did cycle several times. An additional threat: when you begin to enter the rubberized area you are also at the point of normal autobrake disarm. That transition with slippery conditions could lead to problems. The officials at the Chicago Airport Authority need to get one of those fancy trucks with the high-power water jets for cleaning runways and clean the runway.




Synopsis: Air carrier First Officer believes that the rubber build up in the touch down zone of Runway 31C has reached a level that requires the airport authority to take action and clean it. Runway markings are obscured and the braking action is reduced in this area.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Galley Furnishing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Climbing through 28;000 feet noticed smell of burning food / electrical smoke in cockpit. Lead Flight Attendant (FA) called and reported a galley fire originating from the number one oven in the forward galley. Advised FA to pull the galley oven circuit breakers and fight the fire. FA extinguished the fire with a Halon fire extinguisher wearing a smoke hood. FA reported fire appeared to be extinguished; however; the cabin; mainly the forward cabin filled with food / electrical burning smell and smoke. Passengers were concerned. The decision was made to discontinue the flight and return to airport ZZZ. [We advised] ATC [of the situation] and flight returned to ZZZ. Passengers and FAs were briefed to expect a 'normal' precautionary landing in ZZZ. All appropriate check lists were completed; overweight / landing performance checked and an uneventful landing was made with the emergency equipment standing by. Upon gate arrival 3 aircraft maintenance log entries were made pertaining the event. 1) forward galley # 1 oven fire 2) overweight landing and 3) Halon fire extinguisher / smoke hood usage. Landing weight was 236;000lbs and sink rate upon touchdown was reported as less than 100 feet per minute.Dispatch; Maintenance; systems control and the Chief Pilot's office were contacted.[The cause was] old food in oven; possible electrical short.




Synopsis: During climb a B757 forward galley oven over heated and caught fire. Food from a previous flight caused the fire which subsequently damaged the oven and required a Halon fire extinguisher to contain.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The First Officer had asked me to take the communication radio responsibilities while he listened to the AWOS advisory. I listened in; and heard; I thought; an altimeter setting of 29.96' Hg; and set that into the standby altimeter. We had descended to 4;600 FT MSL; and shortly after level off were warned of a low altitude alert by Approach. We checked our altimeters to see a 'solid' 4;600 FT and queried the Controller about the altimeter setting. He said it was 29.76' Hg; and that we showed at somewhere around 4;200 FT MSL; I believe. We reset the altimeters to 29.76' Hg and climbed the couple of hundred feet back to 4;600 FT MSL. Then we re-tuned the AWOS to listen again to find that the actual setting was 29.76' Hg. I had miss-heard the setting; and set the incorrect setting into the standby altimeter.




Synopsis: C560XL Captain reported setting the wrong altimeter setting on approach which resulted in an altitude deviation.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Ground Personnel
When detected: Aircraft In Service At Gate; Pre-flight; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ ramp informed me that position 11R on the main deck contains class 9 lithium ion batteries 129.2 kg. This is not on DG Manifest. The duty officer and flight crew were advised.




Synopsis: Air Carrier Dispatcher reported being notified by Ramp personnel that Hazmat cargo missing from DG manifest.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout at about FL230; PACK (Pressurization Air Conditioning Kit) 1 OVLD EICAS Caution illuminated. I immediately told ATC that we needed to level off at FL250 per our limitation on single PACK operations. I was Pilot Monitoring so I ran the QRH for PACK 1 OVLD. The procedure eventually has you turn the PACK back on. When we did; the message went away initially but then came back after about 5 seconds. The First Officer and I only noticed a faint smell of smoke. About 30 seconds later; myself; the First Officer; our jumpseater; the Flight Attendant and some passengers smelled the smoke. There was no visible smoke. The smell almost immediately went away. I was about to call for O2 masks but I didn't feel the need to after the smell went away. I was very certain that the source of the smell was the failed PACK. I reassured the crew; ATC and the passengers that the threat had been eliminated. I [requested priority handling] and told ATC that we needed to go back to ZZZ. We landed Runway XXL; just under max landing weight and we had CFR (Crash Fire Rescue) look at the aircraft after we cleared the high speed taxiway. The fire chief said there was no visible smoke so we went to [gate] and deplaned.Recently there have been issues with odor coming from defective PACKs. I'm sure the company is trying to find the source of the issues but I think it could be related to how many times the PACKs froze and overloaded over the summer. I suggest taking closer looks at the PACKs when planes are in for Maintenance on overnights.




Synopsis: EMB-145 Captain reported smoke and fumes from an air conditioning pack failure resulted in a diversion.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Observer
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the arrival into ZZZ; ATC requested that we deviate from 250 knots below 10;000 in order to resolve possible conflict with VFR traffic. I asked controller several times if he wanted altitude or speed and he responded that he needed altitude and gave us a clearance to fly above 250 knots below 10;000 feet. We had an FAA Examiner in the jump seat and upon arrival into ZZZ he inquired about the speed deviation. My First Officer (FO) and I explained to him the abnormal clearance.


Second narrative: Descent through 10;000 feet ATC asked for a undo-able descent rate and slow down to 250kts per 250 below 10;000 requirement. Pilot Not Flying (PNF) asked ATC which was more important for the traffic conflict the altitude or the speed. He stated greater than 250 was ok; I need the descent rate. We complied and no traffic conflict happened. Upon landing the FAA Check Airmen on the jumpseat debriefed me on my speed deviation below 10;000 feet and said he did not hear the radio call. I confirmed with the Captain and we were in concurrence on how the event happened. I am not aware of any deviation filed by the FAA but wanted the details recorded.


Synopsis: A319 flight crew reported ATC approved speed above 250 knots below 10;000 feet; but were question by the Check Airman onboard who did not hear the clearance.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: At 13;000 feet ATC informed flight of VFR traffic at 12 O'clock 500 below. The traffic was not speaking to ATC. Moments later the TCAS issued a TA. Shortly after the TCAS issued an RA to MONITOR VERTICAL SPEED but no vertical maneuver. Then the TCAS issued an RA to climb. Crew disengaged the Autopilot and responded to the RA. Crew notified ATC. When clear of conflict flight returned to normal cruise altitude. Closest approach noted was -400 on the TCAS directly below when flight reached an altitude of 13;400.




Synopsis: EMB-145 Captain reported an NMAC during cruise requiring the crew to disengage the autopilot and execute a climb maneuver to clear the conflict.  The conflicting VFR aircraft was not in communication with ATC.