elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Dusk
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft Y departed 28R; special request.  I had to get him out in an arrival gap.  Aircraft X was in position on 28C.  I waited until I had 5 miles with both aircraft before launching Aircraft X for the wake.  Then before Aircraft X started rolling another controller said 'You know you need 3 minutes'.  I forgot that this operation was considered an intersection departure from the same runway.Aircraft X did not start departure roll.  I cancelled his takeoff clearance; but I got no response and Aircraft X started their departure.  I figured since it was not safety critical and we had a 35-40 kt wind out of the south.  I decided not to reiterate instructions to stop Aircraft X.  I did not want a brake fire or anything of the sort.  I believe wake turbulence was not a factor due to the high winds.  I had about 7 miles between aircraft after Aircraft X got airborne.  I decided that safety was not an issue.  I felt stopping the Aircraft X on the runway would of been the lesser desired scenario.I forgot about the 3 min rule.  I think this was my second time as [a] Full Performance Level (FPL) departing 28C.  The winds were very strong out of the south which made us use rarely used runway configurations.No recommendations - I just needed to remember the 3 min rule.




Synopsis: An ORD Local Controller reported of departing an aircraft and not having the required 3 minute separation. The reporter did attempt to stop the departing aircraft but aircraft did not stop. The Controller thought it was ok to let the departure continue due to the winds at the airport. The Controller forgot the operation was considered an intersection departure.
Date: 201207
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: [We] encountered a TCAS RA that resulted in a near miss during ILS approach at a U.S. Air Base. Evasive action was required to avoid a mid air collision. Near Miss and TCAS RA; aircraft configuration was Gear Down and flaps 30. While descending in VMC; traffic suddenly appeared with no prior TA resulting in a RA Climb advisory greater than 2;000 FT/minute. Target aircraft was 12 o'clock; less than one mile and at the same altitude. I advanced the thrust to Go Around EPR and pitched up in an attempt to follow the TCAS advisory but the aircraft was unable to meet the climb requirement. I then made an immediate aggressive right turn to avoid a mid air collision while climbing 800 FT. Unknown traffic was observed passing our right wing. After reporting a TCAS Climb to Approach we maneuvered right traffic in VMC and rejoined the ILS. The 2nd ILS approach and landing were uneventful. The target aircraft was seen by myself; the Flight Engineer and the Flight Mechanic but the event happened too quickly to positively identify the aircraft type. After reducing thrust following the RA it was noted that the #3 engine displayed an exceedance warning. After landing we completed the Excessive RPM checklist and taxied to parking. The exceedance page displayed engine #3 had an N1 RPM of 109.0 for 10 seconds. Exceedance was entered as a maintenance discrepancy in the Aircraft Log. Mechanic performed required maintenance actions; engine run was normal; and discrepancy was cleared. Engine operation was normal on the next leg.




Synopsis: A B747 Captain reported a TCAS RA during an ILS approach to a U.S. Airbase requiring a climb and evasive action. N1 limit was exceeded on the number three engine during the manuver.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: A BE1900 was enroute. A helicopter was crossing northeast bound (right to left) at 105; VFR. Traffic was issued multiple times to the BE1900. The helicopter was being worked by an adjacent Approach Control. The Developmental issued a 20 degree turn to the BE1900 to avoid the aircraft crossing and the potential for a TCAS event. The BE1900 could not hear the Controller instructions over the TCAS Alert in the cockpit. The BE1900 replied that they were responding to a TCAS RA and were climbing. The BE1900 climbed to approximately 115 before resuming ATC instructions. While TCAS is an extremely useful tool; the air carriers have to change their regulations whereby a pilot must comply with an RA; especially in instances where visual separation is being applied or when a Controller has aircraft properly separated. This is an almost daily occurrence in our area. Further; TCAS equipment should never be so loud as to drown out a Controller's instructions. This could have been a much worse event if circumstances were different.




Synopsis: TRACON Controller described a TCAS RA event after traffic separated by VFR requirements and having one another in sight took evasive action; the Controller questioning TCAS responses when involved traffic has one another in sight.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other passenger boarding
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant
When detected: Other Boarding
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Odor in aft or aircraft during boarding. Commented upon by customers seated in aft seats. C Flight Attendant notified the pilot who indicated conditions normal. Odor dissipated approximately 10-15 after boarding commenced. I experienced irritated throat and cough and dull headache which persisted throughout the evening.




Synopsis: Flight Attendant reported a fumes event during boarding resulting in health issues.
Date: 202202
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Tires loaded on aircraft when they should be trucked.




Synopsis: Air Carrier Ramp personnel reported company tires transported on aircraft in violation of Hazmat regulations. Tires should have been transported via ground transport.
Date: 201205
Local time of day: 1201-1800
Location: TMB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D TMB
ATC / advisory: Tower TMB
Reporter organization: Air Carrier
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Rotorcraft; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: The ATIS instructed all helicopters and aircraft from the north/landing 9L contact Tower on the north frequency. Aircraft from the south/landing 9R contact Tower on the south frequency. During peak traffic operating hours the airport uses two frequencies. We were cleared for the Whiskey arrival and continued to the entry point from the southwest. Our flight path took us underneath the approach of 9R. On the helicopter frequency we were not given any traffic that passed directly overhead. We are also not able to hear the south traffic communication because we are on the north/helo frequency. If that fixed wing had been low and we been high then the results......I know neither of us knew the other was there. I think maybe all north operating aircraft should be on the same frequency as well as south operating aircraft irregardless of rotary or fixed wing.




Synopsis: Helicopter pilot reports being surprised by traffic arriving Runway 9R at TMB while he is passing under the approach path on the Whiskey arrival to Runway 9L. Two Tower frequencies were in use and no traffic information was provided.
Date: 201210
Local time of day: 1201-1800
Location: DTO.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D DTO
ATC / advisory: Tower DTO
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Ambiguous

Narrative: This was a training flight. I was acting as CFII; IP; the pilot flying was under the hood. We were executing the GPS/RNAV 18 at DTO. At 5 mile final; I was handed off to Tower. DTO Tower cleared me to land. Tower advised me of traffic on the downwind leg and asked if I had the [aircraft] in sight. I replied 'I have the Cessna on downwind in sight.' Tower turned the Cessna; which was higher in altitude; in front of me on his base leg. I lost sight of the Cessna in the clutter.This put my helicopter and the Cessna on a collision course. At about 1;000 FT AGL and 1 mile from the runway; I had to take evasive action to avoid a collision. The closure rate was approximately 100 KTS. When the two [aircraft] were approximately 1;000 FT apart I rapidly decelerated the helicopter to 25 KTS allowing the Cessna to complete his turn to final in front of me. The aircraft separation was about 300 FT. At this same time that I was taking evasive maneuvers the Tower instructed me to break off the approach and sidestep to the East. Tower instructions were too late to avoid a collision.




Synopsis: BH 206 instructor pilot reported NMAC with a light aircraft in the pattern at DTO.
Date: 201912
Location: ZZZ.Airport, US
Flight conditions: VMC
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: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising east of ZZZ at FL330 when our right engine began to stall and roll back. We followed the QRH procedures and the stalls cleared below 50% N1. We then decided to divert to ZZZ and land.


Second narrative: We were at cruise at FL330 and the Number 2 engine pulsated and ran rough. We reduced thrust per the QRH procedures to where the engine ran smoothly. The thrust requirement for that was at about 50% N1. We then requested priority handling with ATC; completed the remaining QRH procedures; made all required notifications and briefed the FA's with the TEST acronym. We then landed underweight and uneventfully at ZZZ.


Synopsis: B737 flight crew reported a loss of engine power during climb; resulting in a diversion.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dawn
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 5 minutes after departing; we were given direct to the IAF for the VOR/DME-A at airport ZZZ. Once we were approximately half way to the IAF both the instructor and [student pilot] noticed the oil pressure fluctuating between the caution range and back into the green range. [The instructor] contacted approach and advised we would return to [departure airport]. Once a 180 degree turn was made; the oil pressure continued to fluctuate and became worse. At that time the ATC advised that the airport ZZZ1 was the nearest airport. Instructor diverted the aircraft to ZZZ1 at that time and was cleared for the visual approach. Once contacting the ZZZ1 Tower the engine also began to run rough and the instructor requested emergency vehicles as a precaution. The aircraft landed safely and was able to taxi to the ramp and shutdown without further incident.




Synopsis: A flight instructor in a SR20 reported a fluctuating oil pressure indication that resulted in a turn back towards the departure airport. The indications became more severe and the engine also was reported to be rough running; so the flight was diverted to the closest airport where a successful landing was made.
Date: 201807
Local time of day: 1201-1800
Location: SZP.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G SZP
ATC / advisory: CTAF SZP
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Observer; Person Passenger
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: I was ready for takeoff on runway 22 and looked to make sure the landing traffic had cleared the runway. When it was exiting; I called 'Aircraft X taking off 22; straight out'. After I started my takeoff roll; my passenger said 'people on runway' and I noticed them about midfield crossing from north (right) to south (left); about half way across. I realized that I was too fast to abort my takeoff and that continuing my takeoff was safer. I moved to the right side of the runway & then after liftoff I went further to the right. The people still were on the left side of the runway almost off it when I passed by them. I estimate I went diagonally over them about 300 or 400 feet.Someone said on the radio 'Aircraft X that just took off; you shouldn't have taken off since there were people on the runway.' I responded; 'I didn't see them until it was too late. They shouldn't have been there!' He responded with something else; but I didn't get it. I was busy with my climb out.How to have prevented incident - Pause again before takeoff to make sure the runway is clear. Post signs and/or have people monitoring pedestrians on the airport to make sure they don't get near or cross the runway. It was Open House that day and good weather and some pilots had to park airplanes on the south side (usually they park on the north side of the airport where the activity is.) There were 3 or 4 of us waiting in line for takeoff and the people crossing the runway should have seen that; but apparently didn't. I knew they were pilots; one a CFI; and they should have known better! They should either have waited for everyone to takeoff or asked for a golf cart to take them around the airport to their airplane.




Synopsis: GA pilot report continuing a takeoff on a runway contaminated by pedestrian traffic.
Date: 201302
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B PHX
ATC / advisory: Tower PHX
Second aircraft: A319
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Departing Runway 25R in VMC conditions in an MD80; following an A319. Light winds. Takeoff clearance was issued about time of A319's rotation. After takeoff we experienced rolling of approximately 20 degrees left and right; for a total of three un-commanded rolls. Incident was reported to Tower. Granted this event occurred behind an aircraft of similar size; I would consider the A319 a 'higher-lift' aircraft than an MD80; or any older generation aircraft: it's designed for higher altitudes; higher speed and longer distance than my old girl; the -80. I am submitting this because this happened behind a narrowbody; vs. a B757 or larger.




Synopsis: MD-80 First Officer reported wake vortex encounter on takeoff behind an A319 that rolled his aircraft 20 degrees left and right.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Human Factors; Equipment / Tooling
Primary problem: Human Factors

Narrative: Cruise altitude; FL370. Flight Attendant called cockpit saying customer is having a seizure. I told Flight Attendant to fill out an inflight medical incident report and pass it under the cockpit door. In the meantime I ACARs Dispatch; notifying them of the incident and that we may be diverting. The report came back; and the Pilot Monitoring called MedLink via ARINC. He relayed the info to the respective parties. Pilot Monitoring was unable to understand the doctor on the radio. While Pilot Monitoring was on ARINC; Flight Attendant called back to the cockpit telling us there are two medical professionals on board assisting the customer. Two Registered Nurses. One RN was a cardiac nurse; and the other was an Emergency Room nurse. We were told the customer was going in and out of consciousness; had obstructed breathing; and left side of face was drooping. They both recommend immediate medical attention for the customer.I told Pilot Monitoring the latest information; and we both agreed we need to divert. We came to an agreement with Dispatch that we were diverting; and both agreed ZZZ is the desired airport. We did not get concurrence from the MedLink doctor because we could not communicate with them due to the poor reception. The Pilot Monitoring [advised ATC] and we continued to the diversion airport uneventfully. We requested medical attention to meet the aircraft at the gate in ZZZ; and they were there when we arrived.We are required to come to agreement with the MedLink doctor to divert due to a medical issue. Since we couldn't communicate effectively in a timely manner; I had to exercise emergency authority in concurrence with Dispatch to divert. Not being able to understand the MedLink doctor over the frequency is ultimately the issue.




Synopsis: Air carrier pilot reported difficulty reaching MedLink in regard a medical emergency onboard. Crew decided to divert based on information received from onboard medical professionals.