elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1801-2400
Location: SLC.Tower, UT
Flight conditions: Marginal
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B SLC
ATC / advisory: Tower SLC
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Procedure; Human Factors; Environment - Non Weather Related; Airport; Airspace Structure
Primary problem: Weather

Narrative: The wind had shifted to a 40 plus knot crosswind from the west and everyone was going around. With the volume of go arounds there was a lot of coordination between the Tower Controllers; Tower supervisor; and TRACON to try to figure out where to put everyone. The Supervisor advised me to have all my go arounds on a 160 heading climbing to 9000 feet. I then put Aircraft X on a 160 heading on about a 1 mile final to runway 16L as he was going around at that point. The Local Controller working runway 17 had Aircraft Y go around and I later found out they canceled their IFR to try to land Runway 32. Another aircraft's tag was on top of Aircraft X's tag and I didn't immediately observe Aircraft X drifting east toward higher MVAs (Minimum Vectoring Altitude).  Aircraft Y then went around trying to land runway 32 head on towards Aircraft X. Once I saw Aircraft Y wasn't landing on Runway 32 and I saw Aircraft X had drifted east I immediately turned Aircraft X back to the west. With all of the coordination going on some things were being missed. I should have known that with the current winds a 160 heading was going to be more southeasterly. In trying to come up with a plan with the other controllers and supervisor I didn't see it right away. I initially did not know what Aircraft Y was doing when they turned back to the airport at my traffic.  This weather event was forecasted and we were aware of what was going to happen but did not staff another person to act as a Cab Coordinator. That would have been really helpful. In the future I will have aircraft track the final approach course or fly their present heading initially to try to avoid them drifting in one direction.




Synopsis: SLC Local Controller reported a strong wind shift caused go-arounds of two aircraft into conflicting courses.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal take off with engine anti ice on. Climbing out of FL 180 and requesting level off at FL 190; we had a LVL 1 ENG3 FADEC MAINT at XA:00. Followed by a BANG sound. Right after that initially N1 rolled back Past 41% to X. followed by N1-X; EGT-X; N2-X and oil temp -X. At that point; I instructed the FO to secure #3 engine and do the ENG3 severe damage checklist. [Requested priority handling]; requested 11 min of fuel dump and set up for the ILS to Runway XXR ZZZ. At XA:14 we also had a LVL1 GEN OFF. We returned to ZZZ taxied to the gate with no further incident; auto pilots also had difficulty trying to maintain altitude when descent was initiated. Dumped 11 minutes of fuel.




Synopsis: MD-11 Captain reported #3 engine failure after takeoff and performed an air turn back and precautionary landing.
Date: 201207
Local time of day: 0001-0600
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation III; VI; VII (C650)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was departing TEB on TEB 8 SID off of Runway 24. The SID states fly runway heading to 1;500 FT then turn right to a heading of 280. On this day we received a TA from an aircraft in the direction we needed to turn. As the pilot flying; I failed to maintain a standard rate turn which caused us to go south of the depicted track.




Synopsis: CE650 First Officer reports decreasing his rate of turn to 280 during the TEB 8 departure due to a TCAS TA; resulting in a track deviation.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Aircraft component: Air Conditioning Distribution System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While climbing out I experienced a visible red alert on the panel accompanied by an aural alarm indicating CO LEVEL HIGH. Without having experienced this alarm previously I was unsure of the severity of the alert so after consulting the emergency procedure in the manual which stated 'land as soon as possible' if the alert did not extinguish I informed Departure of my intent to make an expedited landing straight ahead on the runway I had in sight. This runway was at a restricted Air Reserve Base but it was directly ahead; large and unobstructed. Given that a potential consequence of high CO is loss of consciousness or fire (from exhaust leak) I decided to proceed with an expedited landing and troubleshoot on the ground. After arranging access to the base for some local mechanics; their examination cleared me of the risk of significant threat of CO poisoning and I departed the base and continued on an uneventful flight home after stopping at another nearby airport for additional fuel because of the second climb out. It was later determined that a contributing factor to the alarm was likely to have been the recirculation setting on the aircrafts air conditioning system during climb out (on; instead of the proper off setting per the checklist).




Synopsis: SR22 pilot reported diverting to a nearby airport after noting a CO LEVEL HIGH aural alarm.
Date: 201709
Local time of day: 0601-1200
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: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was doing pattern work (touch and goes) with one of my students and on our second lap while climbing out on the upwind we lost the power at 300ft ; wasn't a complete loss of power but the RPM dropped to 1000; the airport has a 2 parallel runways so I decided to turn towards the parallel runway because there wasn't enough power to climb out but while turning the airplane got it's power back again so I decided to keep going and just enter the crosswind for the parallel runway; I believe that there was something wrong with the carburetor that caused the problem; I didn't declare the emergency but I did asked for a priority but I think I should have declared the emergency because that will probably make everything clear to the tower and everyone but at the end of the day we were safe on the ground with no injuries or damage.




Synopsis: Piper PA28 flight instructor reported the engine lost power during climb; then regained power when turning crosswind for a parallel runway.
Date: 201901
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Yesterday morning upon arriving at my work area the lead said that the waste tank was leaking again and that he had finished with moving all vehicles out of that particular area. We both contacted and spoke with our cargo manager and he said he would make the calls to have the tank drained/cleaned and the area affected by the sewage spill would be scrubbed clean just as with any other lav spill. Well as of today 24 hours later the ground around our office hasn't been scrubbed and de-sanitized; it's still wet in some spots which means our office is even more contaminated today. Yesterday morning some RSE's hadn't noticed the spill and some thought it was just water and walked through the spill that morning so the office as well as the trailer needs to be cleaned; floors mopped please; it seemed like yesterday that the management didn't want [to] call the cleaners over to disinfect the floors at the least. What about inside the tractor or stuff dropped on the floor and picked up; etc. This issue should have taken some priority yesterday but it wasn't and we still have this bio hazard under our feet. Just got off the radio with management again who claims they've made the call several times but no results. We are not going to wait for the rains tomorrow night to wash this crap away. I will give them one hour then I'm calling the airport authorities; this is ridiculous that we have to work in these unsanitary conditions.




Synopsis: Ground personnel reported Bio Hazardous Waste leak adjacent to work offices.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Aircraft component: Autopilot
Component problem: Design
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Aircraft ended up approx 900 feet low during descent.   Controller asked what altitude we were at when we realized we were too low.  Contributing factors:  1; This aircraft is the only one in the fleet without altitude capture.  2; there was no aural warning from the altitude alerter (we figured out after the fact that the volume on it was set to '1'; which was no sound.  3; crew was busy briefing the approach to the destination airport; and missed descending through the altitude.[Weather was] clear during the descent at time of event; but with overcast conditions below and at the destination airport.If the aircraft had an altitude capturing autopilot; this would not have happened.




Synopsis: Air carrier pilot reported receiving a low altitude alert from ATC during approach. Reporter cited limited autopilot capability as contributing.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain; Check Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL210 we received a caution for part of our pressurization system. We completed the checklist which momentarily cleared the malfunction. Seconds later it returned with a decompression with the cabin rate climbing about 1;700-2;000 FPM. My first officer; our passengers and I put on our oxygen masks and I completed an emergency descent. [I advised ATC] and I elected to divert to the closest airport. No further issues occurred; no limitations aside from differential pressure were exceeded.




Synopsis: PC12 Captain reported diverting to a nearby alternate after a loss of cabin pressure.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 60
Light: Daylight
Aircraft: PA-42 Cheyenne IIA
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Workload; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon reaching 9;000 FT MSL; a burning smell was noticed in cabin. At that time; I reduced the electrical load; started an emergency descent and advised ATC of my intentions. My initial intention was to land at a large international airport. During the descent; I changed to another closer airport. The aircraft landed with out further incident. The cause of the smoke appeared to be a cell phone charger in the cabin. A complete incident report was completed with the Airport Operations.

Callback: The reporter stated that the faulty cell phone charger belonged to a passenger. After the aircraft was inspected and signed off; the flight continued.



Synopsis: A PA-42 pilot declared an emergency and diverted when a burning odor was detected in the cabin. After landing; a passenger's personal cell phone charger was found to be odor's source.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Because the weather was very clear VMC; we selected the visual to [Runway] XX. My partner briefed a 45 entry to the left downwind to XX. His briefing was somewhat truncated due to fatigue. He missed briefing pattern altitude; so I pointed out to him; 2700 MSL or 1500 AGL. We were late in picking up the field because it was hard to see. We were inside 5 miles when we finally saw it. He began maneuvering and descending to pattern altitude while I was busy cancelling IFR; squawking 1200 and communicating on UNICOM. While I was busy; he set 1700 in the altitude alerter mistakenly thinking it was pattern altitude. As we blew through 2700 I noticed how low we were and said I think we are low. As we continued descending; I noticed he leveled at 1700 and told him he needed to climb. He acknowledged; but failed to climb. We ended up flying the pattern at between 500 and 800 AGL. We began configuring; and after flaps 1; we got the gear GPWS warning. On final; he became high and fast; but was able to get somewhat stable by 300 feet. We landed long down the runway; but got it stopped.Fatigue was a huge issue; it clouded our judgment and weakened our briefing and situational awareness. I should have emphasized the points he missed on the briefing. I should have been more forceful in making him climb back to 2700. I should have called for a go around when he was not stable by 500 ft.




Synopsis: The Captain of an EMB-505 reported that they flew the pattern at between 500 and 800 AGL when they got a GPWS warning.
Date: 201405
Local time of day: 1801-2400
Location: L30.TRACON, NV
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E L30
ATC / advisory: TRACON L30
Second aircraft: Raptor (Lockheed)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Descending on the Sunset 3 arrival; we passed ahead of lower traffic (two air force jets; I believe F22 Raptors) then cleared to 16;000 FT.  Around 18;000 a TA interrupted the Approach Checklist.  ATC informed us; 'Air Force jets have accelerated and have us insight; will be passing behind us.' I informed ATC we had a TCAS alert.  Watching the ND; I could see the target at approximately 17;000 and closing in rapidly on us from behind (less than a mile); as we descended through the same altitude.  We got an RA 'Monitor Vertical Speed' which matched our descent rate.  Clear of Conflict came as we leveled off at 16;000 and ATC again; told us jets had us in sight and clear behind us.  I told him we were Clear of TCAS Conflict and level at 16.  He seemed surprised we had a TCAS because the traffic had a visual on us.  I told him that didn't matter; they still gave us an RA alert to descend.  He said OK; I'll pass that on.  The flight continued normally except for the fact we had completely missed the Approach check.  Flight Attendant called to tell us the seatbelt sign wasn't on as we descended through 7;000 feet; we then completed the Approach Checklist.  Remind LAS Approach and the Air Force to maintain standard clearances at all times.   Remind them also that allowing a 'Fly-by' with a commercial airliner with an operating TCAS system will issue Resolution Advisories regardless if they have the aircraft insight; and; that this is not acceptable.




Synopsis: A319 Captain experiences a TCAS RA caused by military aircraft that have him in sight during descent into LAS. Evasive action is not required; but the Controller seemed surprised that the A319 crew would be required to comply with the RA even though the F22's had them insight.