elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Compressor
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In flight during the initial descent I heard a bang sound from the rear and felt a shake. After that engine 2 indication oil pressure; N1; ITT etc.; were dropping. The Captain was flying the airplane and I was on the radios and conducted QRH. We [notified ATC]. It happened about FL240 - FL220 when engine went out. We had no issue with the pressurization because we were at a lower altitude. We continued the descent; and about 11000 feet or so went into icing condition and because we were close to our destination requested ATC to give us lower to get out of icing conditions. We properly conducted all checklist and landed safely and were able to taxi to the gate without any aid. After maintenance checked the engine we were told compressor section was busted and torn.




Synopsis: ERJ-145 First Officer reported a compressor failure on descent.
Date: 201710
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: As the First Officer and the Pilot Monitoring; I had [my] last break and was set to be awoken 50 minutes prior to landing. Shortly before my wake up call; I awoke feeling ill. Stomach felt hard with cramps; fever/sweating; and moderate queasiness and mild diarrhea (flu like symptoms). As a result; I rose a few minutes early and went to the lavatory to freshen up. The ill feelings persisted. The Purser; recognizing my 'lack of color;' offered Club Soda and Ginger Ale to help with my queasiness and to perhaps rehydrate. She also mentioned that an additional Cabin Crew member(s) had gotten ill which lead me to believe it was a food related illness. I returned to the flight deck just prior to top of descent. I discussed my situation with the Captain and Relief Officer. I then learned that the Relief Officer was also feeling ill; which was a concern as he was non-current for landings and was on a waiver for this sequence. Because of this; I felt compelled to remain at my duty station. As the cabin altitude began to change upon descent my symptoms worsened. Shortly after FL180; I began to experience the precursors to vomiting. I informed the Captain that I would need to unstrap and go to the Lavatory; however before I could completely extricate myself from the seat I began violently throwing up into a garbage bag. I then left the flight deck and went to the Lavatory. I remained there until short final and went to the crew seat in First Class for the landing. While no aviation safety system can necessarily prevent food borne or air borne illness; waivers for experiential currencies; such as basic landing currency and or qualification are inherently not in the best interests of flight safety.


Second narrative: I put the [Relief Officer] in the right seat and completed the flight with no event. The First Officer and Relief Officer suspected food poisoning. I was the Pilot Flying.


Synopsis: B777-200 flight crew reported that a 'non-current for landings' Relief Pilot took over for the First Officer who was incapacitated due to apparent food poisoning.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot/Static Ice System
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing the pitot heat switch may have been left in the on position. After deplaning the passengers I put covers on the aircraft while PIC was inside doing the post-flight paperwork. While he was inside I turned on aircraft power and vacuumed the cabin. When the Captain returned he noticed the pitot covers had melted to the pitot tubes. We all need to slow down; adhere to checklist and check to make sure switches are the correct positions. Take extra time if necessary when tired to ensure nothing is overlooked.


Second narrative: [No substantive additional information was provided by the secondary narrative.]


Synopsis: An apparent failure to turn off the pitot heat system on the fractional CE-560XL after ramp arrival resulted in the destruction of the pitot tube covers when the battery was turned on for cabin service thus reheating the tubes and melting the covers.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My student was in the traffic pattern to practice power off 180's. It was around 108 degrees Fahrenheit. He moved the throttle to idle; the prop continued to windmill so the exact point of engine loss is unknown. When we reached the runway; the student was going to land short of his point so he attempted to go around. At this point the engine did not respond. We were already over the runway; so the student safely landed the aircraft. We then informed Tower that we lost our engine; but would be able to safely exit the runway to attempt to restart and taxi to the ramp. After several attempts; we were finally able to get the engine restarted and taxied safely back to the ramp.




Synopsis: PA28 Flight Instructor reported an engine failure during landing.
Date: 201906
Local time of day: 1201-1800
Location: SFO.Airport, CA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
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; Confusion; Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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 Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: We were cleared direct NRRLI on the SERFR 3. I line selected NARWL; brought it to the top of the LEGS page; and confirmed with the Captain 'looks good?' He replied 'looks good.' A while later; approximately 10 miles south/southeast of point NRRLI; ATC asked 'are you direct NRRLI?' The Captain replied 'affirm; direct NARRLI.' We then both reviewed the STAR and the Captain noticed point NRRLI. We then reloaded the STAR and headed directly towards NRRLI. Once we executed the direct NRRLI; the aircraft turned approximately 10-20 degrees from our previous heading to NARWL. Nothing more was said from ATC; the rest of the flight was uneventful.


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


Synopsis: Air carrier flight crew on arrival to SFO airport reported navigating to the wrong fix due to similar sounding names NARWL AND NRRLI.
Date: 201508
Location: RJJJ.ARTCC, FO
Weather elements / visibility: Thunderstorm
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center RJJJ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Ambiguous

Narrative: We were at FL350 on a very dark night. I spotted a thunderstorm buildup about 80 miles ahead and requested deviation up to 10 miles left using Controller/Pilot Data Link Communications (CPDLC) from Tokyo Center. No response was received by the time we were about 15 miles from the buildup. I decided in the interest of safety to deviate as necessary to the left; notified ATC; turned on lights; etc. When we were about 10 miles left of course; RJJJ approved our deviation. Shortly thereafter we were suddenly in another buildup and had to immediately deviate 5 more miles left. We again [advised ATC] and deviated another 5 miles left of course; at which time RJJJ again approved our deviation. The system was too slow to respond to our urgent operational needs to protect the flight.




Synopsis: B747 pilot reported deviating from assigned track on his overwater flight under control of Tokyo Center when he encountered weather and Tokyo was slow to respond with a clearance to deviate.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Compressor Stator/Vane
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
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff ZZZ Runway XXL after rotation approximately 700 ft.; loud bang; and number 1 engine rolled back then regained thrust; compressor stall. [Requested Priority Handling] and returned to ZZZ; landed on Runway XXL. [Take Off Go Around] take off bleeds on. Landed with both engines operating with full thrust.




Synopsis: A321 Captain reported compressor stall on number 1 engine; causing an air turn back and [Priority Landing].
Date: 201706
Local time of day: 0001-0600
Location: ORD.Tower, IL
Light: Dawn
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C MDW
ATC / advisory: Tower MDW
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: Using noise abatement procedures in the morning; I cleared Air Carrier X for takeoff and waited longer than usual to clear Air Carrier Y behind him due to the procedures. Both pilots were told 'leaving 3000 feet turn right heading 040'. Air Carrier X dogged the turn while Air Carrier Y made a tight turn. After I shipped Air Carrier X; I watched Air Carrier Y turn and saw that he was turning inside of Air Carrier X. In my estimation; had I turned Air Carrier Y back to the north he would have been in direct conflict and at the same altitude as Air Carrier X creating a dangerous situation. I had no more room to turn Air Carrier Y to the right; so I called traffic and when Air Carrier Y called traffic in sight; I told him to maintain visual separation. At that point; I heard a beep in my ear as if TRACON was calling to coordinate but no one said anything. I figured they heard me calling traffic and getting visual and would help out by turning or climbing Air Carrier X. I let it play out for another couple of miles and when the Air Carrier X didn't turn or climb I restated to Air Carrier Y to maintain visual separation and that Air Carrier X would be paralleling his course for a couple miles. Then I input the heading on the strip and added visual separation so TRACON would know. Noise abatement is probably nice for the people living around the airport; but it ties the hands of the controllers. Because you can't control how tight a pilot will turn; as in this instance; if the first pilot takes an easy turn and the second pilot a tight turn; you are left with no other out other than to maintain visual separation or coordinate a different heading with TRACON.




Synopsis: ORD Tower Local Controller complying with noise abatement procedures reported a loss of separation between successive departures.
Date: 202005
Local time of day: 1801-2400
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: Super King Air 350
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C TUS
ATC / advisory: Tower TUS
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Chart Or Publication; Environment - Non Weather Related; Airspace Structure
Primary problem: Ambiguous

Narrative: I was doing an extended downwind for traffic pattern 29R and a had an obstacle warning come from a lighted tower. I immediately turned away from the tower for a base turn and the alert stopped. The alert trigger is based on speed and altitude trends. I had the tower in sight and never perceived any collision risk based on the planned turn.




Synopsis: B350 pilot reported receiving a TAWS alert.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Time Pressure; Distraction; Confusion
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 Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb we started to smell burning oil that got progressively stronger. No visible smoke; smell seemed to be coming from the air conditioning vents. We continued climb; brought flaps up; and switched to departure while attempting to determine the source/cause. We decided to return; rather than proceed over water for extended period; however departure frequency was too busy to notify. We switched back to tower and notified them and we began turning back. Tower advised Departure and asked if we were declaring an emergency. We did not declare and tower cleared us to land. We turned off the air conditioning to rule it out; ran the approach check and set up a base leg. Odor remained but was not as strong after power reduction for the turn back. Crew did not don O2 mask; no visible smoke and fumes were not incapacitating. Did not pull air conditioning shutoff as we were busy with configuring for landing. Ran before landing and prior to landing checks and landed without incident.  Still no visible smoke. Taxied to FBO; shut down and upon opening the door; FO noticed same odor from left side forward; cowling area. Two Ramp Agents also noticed same odor/smell. Opened forward left cowling no visible signs of oil or abnormal conditions. Talked to maintenance; they pointed us to a few different areas to inspect (both engine cowlings; Nose gear area; air conditioning and generator air intake; oil cooler; separator; air intake; prop area; both mains; gear motor area; aft equipment bay) however nothing abnormal detected. Approximately 15 minutes later while in the area of the air stair; similar smell was detected by both crew members.




Synopsis: PC-12 Captain reported a burning oil odor with no visible smoke after takeoff. Unable to determine the source; the crew returned to land.
Date: 201411
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: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action

Narrative: During a practice instrument approach to Runway 4R a near midair [collision] occurred between my aircraft and a Bonanza on a visual approach to the parallel runway 4L. My student was flying the GPS 4R approach under simulated partial panel conditions. As we leveled off at MDA I was instructing the student to identify the VDP. The student was not understanding my instruction and as I was explaining this he was drifting off course towards the centerline of runway 4L. At that time I heard another aircraft identify my aircraft to the tower asking tower what I was doing. I identified the traffic at my 9 o'clock position with approximately 200 ft. separation. I took the controls and immediately corrected our position on centerline after visually acquiring the traffic. The loss of separation was due to insufficient single pilot resource management on my part. I was monitoring the position on centerline with eyes outside the cockpit but did not visually acquire the traffic until it was nearly too late. My attention was focused on the student's lack of understanding of my instruction; whereas the traffic conflict should have been the priority.




Synopsis: PA28 instructor; with student flying a GPS approach under simulated partial panel conditions; reports allowing his student to drift off course into the approach path of the parallel runway; consequently causing a NMAC with a Bonanza. The Bonanza pilot asks the Tower what the PA28 is doing; alerting the instructor to the deviation.
Date: 202008
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Weather elements / visibility: Turbulence
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: While I was relieving a controller; he pointed out a small aircraft in in the adjacent sector's airspace at 8;000 ft.; flashing handoff to us; in moderate precipitation; begin to alert with terrain and fly directly north. Eventually they put in a block 070B080 altitude and deviations into the datablock. The Controller called me and said Aircraft X was in moderate turbulence; deviating for the weather; and requested the block altitudes 7 to 8;000 ft. giving me control. Along Aircraft X's deviations; there were two blocks of shared terrain between that are 7;300 and 7;100 ft. respectively. I asked the sector if they were going to keep Aircraft X away from the terrain the aircraft was below; and they replied; 'I'm not going to turn him with the weather'. I approved the block; but didn't accept radar contact. I monitored Aircraft X's deviations; and the aircraft was headed directly for the 7;100 ft. terrain. I did not take the handoff; and eventually about 6 minutes from my boundary; the aircraft began to turn enough that they were barely scraping the high terrain box. About 4 minutes from my boundary; they took the handoff back; changed the altitude to 8;000 ft.; and I took the handoff as soon as they flashed it at me again; at a safe altitude.While I know that aircraft in distress should be left alone to fly as much as possible; that does not mean a controller can disregard terrain issues; and they should certainly not abdicate responsibility to the next controller when the situation happens in their airspace. Perhaps that controller needs a refresher on IFR responsibilities; or at least should know to handle an unsafe situation in her airspace herself.




Synopsis: Center Controller reported the adjacent Center sector attempted to hand an aircraft off to them in an altitude block that was partially below the minimum terrain requirement.