elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MU-2
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Company Policy; Staffing; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: While in normal level flight at 16;000 feet the right engine temperature fluctuated; then both torque and temperature rose followed by a reduction in power. I secured the engine in accordance with the checklist; [and] then declared an emergency (about four times! Center never really acknowledged it and was really not much help.) I stated my intention to descend and make a left turn back to close airports and they made me turn back right for airspace.I descended to 10;000 feet MSL and was maintaining airspeed while I discussed options with another PIC rated pilot. We decided our most suitable airport for winds; terrain; optimum descent profile and necessity of left hand traffic was our departure airport. I requested and received clearance to return.So here we were on four mile left base; engine out; having declared an emergency and Tower cleared us number two to land behind a Falcon jet and then cleared a Cherokee to land ahead of us as well. I kept my mouth shut--which was a mistake. We have a strict no single engine go around policy and I compromised safety by not telling Tower to give us unrestricted access to the runway. I [have] no idea what they were thinking.The other pilot and I delegated and split duties. I worked radios and flew while he ran multiple checklists and navigated. Then we switched back to me just flying and him talking; calling airspeeds; [and] reviewing single engine approach parameters. What a superb resource and how proud I was to have him there and watch the way we worked together. Totally pro.Lessons? That we do not prepare pilots for the 'shock and awe' of a real disappointment. The three to five seconds of tunnel vision and brain meltdown that really occurs. In pilot training our CFIs should be carrying matches to put in the pilots nose; and the water squirt-bottle to induce the shock and fear of a real problem. Train the shock out.Not sure it could have worked out much better.




Synopsis: The PIC and a qualified airman passenger combined resources to successfully overcome the failure of one engine on their MU-2.
Date: 201810
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Procedure

Narrative: Cleared for the visual approach; within 10 DME ILIP I descended from our last assigned altitude (2000 ft) to glide slope intercept altitude at NIMOY (1500 feet). A couple of miles from FAF; ATC sent an altitude alert which we acknowledged. We had towers to the east of the course inbound in sight as weather was CAVU (Ceiling and Visibility Unlimited) and we had the terrain feature on. After being cleared for the visual approach from a vector; I judged prudent to be established at glideslope intercept altitude and configured as we were within 10 NM from the airport and prevailing weather conditions were VFR.I would intercept the course inbound of the published instrument approach and adhere to the published flight path provided by the electronic glideslope to prevent an altitude/ terrain alert by ATC. As a rule of thumb; keeping a 3:1 glide path would have also prevented the altitude alert call by ATC.


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


Synopsis: ERJ-190 flight crew reported receiving a low altitude alert while on a visual approach and descending below the glideslope.
Date: 202002
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Bird strike at takeoff caused left engine stall/surge; loss of thrust. Turkey vulture type of large bird entered left engine at low altitude; causing loud repeated banging noises and vibration along with fireballs exiting tailpipe. Engine N1 and EGT fluctuated and smoothed out after autothrottles disconnected and thrust lever retarded about 20%. We left the engine running at about 50% N1; started APU and completed Engine Stall/Surge checklist. Advised ATC that we were returning to ZZZ. We were airborne for 17 minutes. Reviewed single engine landing checklist. Landed uneventfully with excellent support from airport emergency services. Large birds in the area. Company training made this an easily handled event.




Synopsis: Air carrier Captain reported that a bird strike on takeoff resulted in an engine failure and return to the departure airport.
Date: 201603
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departed 36C and issued heading by tower instead of BUCKL8 SID that we had briefed. This heading was given with instructions we would be joining the SID later. First Officer (FO) was flying pilot; hand flying and after given several headings by departure control; [was] cleared direct to a fix we could not understand and was not in the FMS. I asked for several read backs and FO pointed to a fix (CODGI) in the FMS and I assumed Controller was using a different pronunciation than I was used to. I read back CODGI; we selected CODGI; confirmed and activated. As aircraft was turning Controller said we weren't going to the fix and issued another heading for now what we understood was KATSE intersection. KATSE had dropped out of the database during the vectors. Controller then advised 'never mind' and cleared us further south on the SID to BUCKL. 1. Tower changing instructions at takeoff clearance...heading ....instead of RNAV departure.2. Vectors by departure control causing fix to drop out of database.3. FO hand flying put us in a higher workload4. Poor pronunciation/headset/radio transmission by departure control.5. Assuming I finally understood fix instead of getting phonetic spelling.6. Being familiar with CLT and assuming the fix was something given commonly instead of where we were cleared. Get a phonetic spelling when I can't understand a transmission. Which I always do in unfamiliar areas but flying out of CLT so many years lead to complacency.




Synopsis: A319 Captain reported a track deviation resulted departing CLT when a fix name was misunderstood.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: First session training since Marc; I had cleared Aircraft X for takeoff from Runway XX at heading 270 [and it] was 1 mile off the departure end when I cleared Aircraft Y for take off from Runway XX heading 270. When Aircraft Y tagged up on the radar; he was 4SM in trail with Aircraft X.Allow more time between departures to ensure appropriate wake turbulence separation.




Synopsis: Tower Controller reported that after clearing an aircraft for takeoff it did not have enough in trail distance from another aircraft departing the same runway.
Date: 202109
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Other unknown
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Other / Unknown
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Aircraft X at [Gate] XX going to ZZZZ was near departure when I noticed a US Border agent exiting the right side E&E compartment of the aircraft. At no time were we informed that this inspection was going to take place or to render assistance. It is obvious that they have the authority to inspect what ever they want on the aircraft. It is equally obvious that they have no idea the delicate nature of the components in the E&E [Electronic & Equipment] compartment that they were just in. There were many items hanging off the belts of the Officers that could have been snagged or caught while doing the inspection. It's happened to trained maintenance personnel who are in and out of those compartments all the time; it's just a matter of time before it happens to these Agents.Just let maintenance personnel know what Border Patrol want to do or go so we can assist and follow behind them to make sure nothing was disturbed. We are responsible for the aircraft at the gate and having people who have no training to be is such a critical area of the aircraft is unsafe.




Synopsis: Reporter stated Border Agents inspecting the E&E compartment of the aircraft had loose items hanging from their belts that could cause damage in the compartment.
Date: 201907
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X Captain called in due to lost hydraulic # 2 between ZZZZZ-ZZZZ1; called on SATCOM to report. I called [Maintenance Control]; I informed [Person A] that Aircraft X is on SATCOM has lost hydraulic #2 and would like to [be] conferenced with [Maintenance Control]. [Person  A's] response was that the crew need to follow the QRH (Quick Reference Handbook); there's nothing [Person A] can do. I insisted that we still needed to know which system will be lost due the failure. So [Person A] finally agreed to be conferenced in the call with the aircraft. Upon being added to call; [Person B] picked up the line and started asking the crew if his QRH said anything about landing at the nearest suitable airport and the crew needs to follow the QRH. Crew also said the system will eventually drain off and shut down. [Person B decided] to tell the crew that Maintenance is ok with crew continuing to ZZZ; which is where there was loss of operation control occurred.




Synopsis: Dispatcher reported that Maintenance advised flight crew to continue to destination airport following hydraulic system failure and reportedly resulted in a loss of operational control.
Date: 201412
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Confusion; Distraction; Training / Qualification; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: As we were loading the transfer bags into the rear of the aircraft; I noticed that one of them had a sticker on it warning of lithium batteries inside.  I held them off on the side of the belt loader and notified my supervisor.  My supervisor and trainee came out to the gate; and I explained the situation to him.  He went aboard and spoke with the passenger in question; and was told that there were batteries in the suitcase; but that they were for a cordless drill.  He then told me that they were okay to load; so I loaded them and closed the pit door.  I then went to a phone and spoke with a Dangerous Goods specialist; and she informed me that any lithium batteries over two (2) grams in weight may be boarded in carry on baggage only.  I returned planeside; told the captain what she had said; and pulled the one bag with the warning sticker on it off of the aircraft.  I called the supervisor back to the gate; and had him retrieve the passenger from onboard; and then meet me at the bottom of the jetway stairs.  We had the passenger remove the two lithium batteries; at which point he informed us that there was a third battery in the other suitcase; and it was in fact installed in its drill.  We retrieved that bag and had him remove the battery from the drill; and then gave him all three batteries in two plastic bags to take on board as carry-on.  He was very apologetic; and I explained to him not only the trouble with lithium batteries; but also with any batteries installed in powered tools in the cargo hold.  I then reboarded the bags; informed the captain of all the pertinent facts; and closed out the trip.




Synopsis: A Ramp Service Agent loading transfer cargo noted a lithium battery label and after removing them discovered a total of three had flown in. They were removed; then placed in the cabin with the passenger.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Climb
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: My aircraft and another NORDO aircraft were involved in a near miss over. Before the event occurred I had picked up VFR flight following with TRACON. They gave me vectors for the ILS into ZZZ; with climb out instructions of left heading 030 and climb and maintain 2000ft MSL. I do not believe that TRACON knew of the traffic at this point in time. TRACON told me to switch to advisory frequency for ZZZ and we did. We made traffic reports at a 8 mile final; 5 mile final; 2 mile final; missed approach; climb out heading and altitude we were climbing up to; and then reported again once we were about to call TRACON. At that exact moment; I looked up and saw the red underbelly of the aircraft over me. This aircraft had not responded to any radio calls I made and wasn't transmitting his or her position in relation to ZZZ. On board my aircraft I have ADS-B in and out and we did receive a traffic alert from the system which told us 'traffic 12 o'clock; same altitude'. This is when I took evasive action; as I was in a climb at the time. I had to pitch the nose way down in order to avoid colliding with the aircraft. After I determined that I was clear of the traffic and in control of the aircraft; I contacted TRACON; who stated they had been watching the aircraft but could not advise me of it because I had not yet contacted them. I believe that if I had not taken evasive action when I did; there would have been a midair collision. I believe that the failure of the Mooney pilot to maintain a proper lookout for traffic; and not giving position reports contributed to this incident.




Synopsis: The pilot of a Diamond DV20 reported that while in climb he had a near miss with a Mooney that was not in radio communication.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Other / Unknown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was conducting an initial Operating Experience with a First Officer (FO) who is new to the aircraft. As we started our takeoff roll the Flight Deck door swung open. A Flight Attendant immediately closed the door and it was indicating locked. I was positive I checked the Flight Deck door 'OPEN' light during the After Start Checklist and it was out. I believe the door became unlocked during an electrical power transfer issue caused by me.When I called for the After Start Checklist; I was momentarily distracted while watching the FO perform his flows. I neglected to turn on the engine generators at the beginning of the flow. When the FO turned off the APU; we momentarily lost power (I immediately caught the mistake right when he was turning off the APU). I believe this may have electrically unlocked the door.Contributing factors: Not much sleep the night before.This was our first flight together.I flew 2 days last week after not flying for 6 months.It was right at dawn and I had the lights on dim just as the sun was starting to shine into the cockpit. I may have seen the blue Generator OFF BUS lights if the switch was on bright.




Synopsis: Air carrier Check Airman reported not following the published checklist due to fatigue and not having flown in the last 6 months.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Weather
Primary problem: Weather

Narrative: Flying in IMC conditions on an IFR flight plan the aircraft took a lightning strike on the wingtip on the port side. No abnormalities were detected at the time of the strike. Twenty minutes later an unusual smell was detected in the cabin and then white smoke followed which appeared to be originating from underneath the panel on the co-pilot side. An emergency was declared and smoke in the cockpit was reported to the Controller. An emergency descent was performed from 15;000 FT to pattern altitude with the consideration that a cabin fire was to follow. An emergency landing was made without incident.




Synopsis: C340A pilot reported that twenty minutes after taking a lightning strike he noticed smoke in cockpit and cabin; prompting an emergency divert to a nearby airport.