elihoole/asrs-aviation-reports huggingface dataset:
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was taking off of a gravel bar next to [a] river and my engine lost power when I was about 10ft off the ground. I immediately came down and landed back on the gravel bar. I was trying to stop the plane very quickly so I would not go into the river. I pushed a little too hard on the brakes and the plane slowly flipped on its back. I was not injured whatsoever. My pilot friends were there and helped me flip the plane upright. The damage was a broken prop and a 4 inch tear in the left wing from a stick on the beach. We closely inspected the plane for any structural damage and could not find anything that would be unsafe to fly the plane home. we retrieved a new prop and installed it. I flew the Kitfox home the next day. After talking with mechanics; it appears the engine lost power due to a vapor lock. I had just landed 5 minutes earlier before it happened. This is a classic scenario for a fuel vapor lock. A proper way to keep this from happening is to do a long engine run up to clear any vapor lock issues.




Synopsis: Kitfox pilot reported minor damage after a forced landing following a low altitude power loss related to vapor lock.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor Bleed Valve
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After receiving clearance we departed. The route description is to climb on a heading of 210 to cross ZZZZZ at or below 1750 ft. At approximately 1500 ft I engaged the NAV function and autopilot. The plane immediately started a turn to the left away from the course in the FMS. I disengaged the auto pilot and began a turn to the right on course when ATC queried me and then gave me vectors. At approximately 3000 ft the cockpit and cabin began to get hot and fill with smoke. We [advised ATC] and landed on Runway XX.It is not clear at this time if there was a malfunction of the autopilot due to the cause of the smoke. We expedited what we thought was the appropriate action to stay on course without causing an air incident while dealing with the [smoke and heat].

Callback: Reporter stated that post flight maintenance inspection revealed a stuck bleed valve on one of the engines pumped bleed air into the aircraft which caused the heat and smoke.

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


Synopsis: Lear 31 flight crew reported smoke and heat in the cockpit. The crew returned to the departure airport.
Date: 201506
Local time of day: 0601-1200
Location: LFPG.Airport, FO
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center LFFF
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the LUKIP7E arrival into CDG; ATC cleared our flight to descent from FL280 to FL230; which was clearly understood by all pilots aboard and read back correctly. Minutes later; our TCAS annunciated a traffic alert (aircraft visually sighted) and French ATC subsequently issued a turn for our aircraft away from the intruding traffic. The pilot flying took evasive action and the traffic conflict was resolved. No other further discussion from French ATC followed; further reinforcing our belief that this was an ATC handling error. Regardless of 'blame'; language accents may have played a factor in this event. Further; controllers overseas; despite ICAO guidelines that English be the primary language for communication and the fact that both pilots and controllers are fluent in English; still use native tongue when handling home-country aircraft. This reduces situational awareness for players who don't speak the language. This is particularly evident in the terminal environment and ground operations. At this point; the only recommendation to make is for foreign pilots to keep their heads on a swivel. Also; annunciate and speak clearly when communicating with controllers and use precise phraseology.




Synopsis: B757-200 International Relief Officer reported an airborne conflict on arrival into LFPG that was apparently due to a Controller error. Reporter cited Controller's accent as contributing.
Date: 201705
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: A300
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Climbing through FL330 enroute to FL350; about 20 minutes after takeoff with autopilot B engaged; aircraft began an uncommanded right hand turn. At approximately 25 degrees right bank; the First Officer disengaged the autopilot as the lateral mode (LNAV) reverted to CWS (Control Wheel Steering). After holding left control input for approximately 5 seconds the aircraft began to return to controlled flight; with associated moderate turbulence as we flew out of an apparent aircraft wake. We returned to smooth flight almost immediately. The seatbelt sign was on; but the flight attendants were up; prepping for their service. I called via interphone to the flight attendants to report their status. The two in the rear of the aircraft had been knocked to the floor and sustained bruises. The two in the front were uninjured. I asked the Lead FA to go check on their status and call back. I then called ATC (OAK Center); and reported the incident. Upon query; they stated the preceding aircraft was an A300; level at FL330. I then made a PA announcement to the passengers describing the causes of the wake turbulence.Report from Lead: FA #1 - working in rear cabin - Bruised ribsFA #2 - working in rear cabin - Bruised right knee and elbowFA #3 - working in forward galley - Contacted sidewall with left shoulder but no injuryNo passenger injuries.I spoke with both injured FAs and they were in good spirits; using ice and had taken an Aleve. Both said they were fine and willing and able to continue and perform their duties. I told them to continue to assess themselves and report any changes. I informed them I would ask for an update 1/3 of the way to our destination and that each could change their mind at any time and we would land and seek medical attention.I then contacted Dispatch via phone patch to inform them of our status and the wake turbulence event. I followed up with specifics via ACARS messages. Dispatch said they would pass the information along to appropriate personnel; including medical and FA supervisor to ensure the crew was evaluated prior to any subsequent flights. We were met at the gate with medical and company personnel to assist. The FAs were evaluated and given the ok to continue.




Synopsis: B737 Captain reported three flight attendants sustained minor injuries following a wake turbulence encounter climbing through FL330 with an A300 at FL330.
Date: 202101
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Troubleshooting; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After landing in ZZZZ I was advised by the charter rep that no cabin cleaning had been arranged.  The flight had come in with passengers onboard.  This resulted in the flight attendants cleaning the aircraft and with no ability for proper COVID mitigation.I queried Dispatch but nobody ever got back to me.  Meanwhile the charter representative assured me that the cleaning they did was all that any Ground Personnel would do.  He also wiped the bathrooms with clorox wipes and then assured me that the aircraft was fit to be boarded.The flight attendants on this crew went above and beyond the call of duty - especially considering that we were already over two hours late on a long duty day due to previous delays from late aircraft and snow storm in ZZZZ1.




Synopsis: Air carrier Captain reported no ground crew was available to sanitize the aircraft resulting in the crew having to clean the aircraft prior to departure.
Date: 201703
Local time of day: 0601-1200
Location: KZAK.ARTCC, HI
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A KZAK
ATC / advisory: Center KZAK
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Moderate turbulence forecast along route in this area. Cruising initially at FL340. Descended to FL300; then climbed to FL320; then 360 in attempt to avoid turbulence. At FL360; in light to moderate turbulence with no radar of Forward Looking Infrared (FLIR) to assist; experienced severe turbulence with associated loss of autopilot control; shortly followed by loss of auto throttle control. As First Officer was pilot flying; assisted in providing callouts and throttle control to maintain attitude of aircraft. Commanded heading to avoid area of increased returns. During this episode; we experienced a minimum of two 'stick shaker' warnings; and gained a maximum of 1;500 feet of altitude while maintaining control of the aircraft.The entire episode lasted approximately 3 to 4 minutes. Following; sent CPDLC message to controlling facility; including HF voice comm; followed by communications to company regarding flight and aircraft information.Weather conditions that were not foreseen with available onboard equipment.




Synopsis: MD-11 Captain reported a severe turbulence event in oceanic airspace. Captain stated they experienced a 1;500 foot loss of altitude during the event.
Date: 201703
Local time of day: 1801-2400
Location: DTO.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower DTO
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: ATC Issue All Types; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I just landed on Runway 36 and was told by Denton Tower to turn right at A3 so I added power to speed up because A3 was far away then I was told by Denton Tower to turn right at A5 which was directly to my right so I attempted to brake and make the turn but I was going too fast and rolled off the runway and taxiway and collided with the A5 taxiway sign. I then shut down and the aircraft was taken back to the ramp by a tug. The plane had no damage but the sign was.




Synopsis: GA pilot reported hitting a taxiway sign while clearing the runway at DTO.
Date: 201505
Local time of day: 1201-1800
Location: ROC.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ROC
ATC / advisory: TRACON ROC
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Training / Qualification; Confusion; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: Captain and Co-Captain (Flying Pilot) reviewed XEROX3 SID; Runway 4 at KROC using Jeppesen Plates. Prior to engine start. It was decided 1;200 MSL was the final altitude for the SID; upon reaching a turn to 360 was determined. Pilots discussed the low SID top altitude; but did not notice a higher altitude. Pilots resolved to query ATC Departure.Leveling 1;200; Captain (Non-Flying Pilot) advised ROC Departure of Runway Heading and 1;200 FT MSL. Simultaneously; Flying Pilot initiated turn to 360. Departure replied that a 360 heading was prescribed; to which CA acknowledged and stated we were now doing that; then immediately requested higher. Departure assigned 140 vector and stated 10;000 FT was the top altitude for XEROX 3 SID. FP initiated climb immediately to 10;000 FT. Upon further reviewed; crew noticed the 10;000 FT top altitude on the XEROX 3 SID on Jeppesen plate. We noticed the MAINTAIN 10;000 FT was separated on two lines at the line break as in this sentence; not in bold; and sandwiched between two other sentences in the paragraph; each beginning with the word EXPECT in caps.Although all information was printed on the SID and crew expressed discomfort prior to takeoff (amongst selves) with the low 1;200 FT MSL leveling altitude; crew determined a MAINTAIN 10;000 FT in BOLD would have helped differentiate the top altitude from surrounding text; as would placing said Bold Altitude above the individual runway procedures or in a separate and adjacent box as in many other SIDs. National Ocean Service plates show the top altitude on the ROC XEROX SID more clearly.Nevertheless; despite excellent VMC conditions; crew uneasiness over the perceived low 1;200 FT leveling altitude should have been resolved prior to takeoff.




Synopsis: CE560 Captain reports not noticing the altitude assignment in the routing section of the XEROX3 departure from ROC. Departing Runway 4; 1;200 feet is used as the level off altitude until ATC points out that they should be climbing to 10;000 feet.
Date: 201508
Local time of day: 1801-2400
Location: LGA.Airport, NY
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Vectored 90 degree intercept to final and cleared visual to Runway 22 at LGA. While maneuvering to create spacing Tower issued an altitude alert. Alert was acknowledged; landed uneventfully.


Second narrative: We need more spacing on our approaches and we must be diligent about maintaining our own spacing parameters for accepting visual approaches.


Synopsis: B737-800 flight crew reported getting an altitude alert from ATC on a visual approach to LGA Runway 22.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The approach was a normal stable approach to Runway 19. Upon a good landing from the student; a slight crosswind breeze startled the student. The student applied max braking which resulted in the right tire failing. I then assumed control of the aircraft. The student would not release the brakes. After failed attempts to regain control of the aircraft due to the failed tire; the student and I came to rest on the left side of the runway in the grass. No further damage was done to the aircraft and both the student and I were uninjured.




Synopsis: C172 Instructor Pilot reported the student lost directional control on landing roll after overreacting to a light crosswind.
Date: 201202
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [I] ground looped. No damage to aircraft. [I] damaged one runway light. Spoke with airport maintenance about light replacement. Complacency in landing phase. Corrective action; discussed procedure and flew the procedure again.




Synopsis: C170 pilot reports a ground loop during landing; citing complacency as the likely cause.
Date: 202011
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: On teaming gates; the lack of push qualified agents has caused some issues with close departure times between two gates. In order to achieve on [time] departures; some have been advised to have a non-push qualified agent sit on the tractor and ask for brake release until a qualified push agent is able to take over.




Synopsis: Reporter wrote that in order to achieve on time departure some have been advised to have a non-push qualified agent sit on the tractor and ask for brake release until a qualified push agent is able to take over.
Date: 201507
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Light: Daylight
Aircraft: SR22
Flight plan: IFR
Flight phase: Descent
Airspace: Class E DAB
ATC / advisory: TRACON DAB
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft Y was cleared for the RNAV 24 approach at FIN. He was at 016 prior to the FAF and switched to FIN ATCT. Aircraft X was on a vector for the RNAV 24 approach at 030 and much faster than Aircraft Y. I told Aircraft X to expect a vector across the final approach course for spacing and that he was #2 for the airport following Aircraft Y at his 2 o'clock and two miles. Aircraft X reported the aircraft in sight. The Certified Professional Controller-In Training I was training began talking to another aircraft. I noticed Aircraft X turn toward FIN and descend. I keyed up and issued him a turn away from traffic and issued a climb back up to 030 but separation had been lost. Aircraft X turned and descended without clearance and I asked if he wanted to cancel IFR. Aircraft X cancelled IFR and proceeded VFR to FIN.I have no recommendations.




Synopsis: DAB Controller was instructing a Certified Professional Controller-In Training. One aircraft was given a heading and altitude to maintain; but was much faster than traffic it was following. Aircraft turned towards the traffic it was following and separation was lost.