elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Staffing; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control with our 2 parallel runways combined onto one frequency. There were 3 touch and goes; 2 on Runway XXR; and 1 on Runway XXL. There were 2 other aircraft inbound. I cleared Aircraft X to land runway XXR; sequencing them to follow Aircraft Y on a close in base. Aircraft Z called ready to go at Runway XXR to enter the traffic pattern. At the time; Aircraft Y was rolling out on the runway; so I told Aircraft Z to stand by. Once Aircraft Y became airborne; I cleared Aircraft Z for takeoff to follow Aircraft Y into the right-hand traffic pattern. I forgot about Aircraft X.Airport Ops called on frequency to inform me that he was at the localizer site on foot; and out of the Runway Safety Area. I glanced over to visually see Ops; who was past the departure end of Runway XXR. As Aircraft Z was crossing the threshold onto Runway XXR; Aircraft X was crossing over the top; intending to touch down onto the runway at the displaced threshold. Aircraft Z questioned why an aircraft was landing on the runway; which alerted me to the situation. I extended Aircraft Y downwind so they would not begin a base. I visually watched Aircraft X exit the runway; while Aircraft Z informed me he would wait for another takeoff clearance. Once Aircraft X was turned off the runway; I re-cleared Aircraft Z; and cleared Aircraft Y. I recommend the Tower controller should pay absolute attention to his active runways; and allow his pad to assist him in not forgetting about aircraft.




Synopsis: A Tower local Controller reported they cleared an aircraft for takeoff with an arriving aircraft crossing over the landing threshold.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
When detected: Other Approach
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I should have stayed at 2000 ft. outside of five miles instead of arcing at four miles and descending and leveling at 1500 ft. MSL in the base turn.Descending to 1500 ft. MSL and Tower called for low altitude warning.




Synopsis: B737 First Officer reported ATC Altitude Alert on approach to land.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin Altitude Warning horn at FL390; cabin altitude climbed to 14;000 FT after initiating emergency descent. Step-down altitudes coordinated with Center and with communication being lost at 10;000 FT. Relay aircraft passed frequency and communication reestablished. QRH Checklist accomplished with little to no control of pressurization system. Cabin altitude began coming down on emergency descent passing FL280. Divert decision due to proximity to ZZZ and unknown/uncontrollable nature of problem/pressurization.


Second narrative: We had a Cabin Altitude Warning horn at FL390. We had been at cruise altitude for several minutes. There were no associated warning lights. Cabin altitude showed climbing above 10;000 FT. We donned our oxygen masks; accomplished the appropriate memory items; declared an emergency; and initiated an emergency descent. Cabin Altitude Warning Horn Checklist was unable to stabilize the cabin altitude or regain the system. Once we were level at 10;000 FT; continued troubleshooting; seemed to indicate a left engine bleed valve malfunction. We decided to divert to ZZZ; as it was the closest major airport and were still uncertain as to the entire nature of the problem. Flight attendants and passengers were notified and updated; time permitting; throughout the emergency. The Captain accomplished the approach and landing. Fire crews confirmed no damage to the aircraft.


Synopsis: B737-700 flight crew experiences a cabin altitude warning horn at FL390 followed by an emergency descent and diversion to a suitable airport.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Temporary loss of line-of-sight with drone. Shooting a video of skydiver. Although drone pilot and skydiver determined safest position for drone to hover; in GPS lock; was just above the tree that I (the pilot) was positioned underneath; I did not have line of sight of the drone while the skydiver landed in the open area.




Synopsis: UAV pilot reported temporarily losing line-of-sight with drone.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: DVFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Right after I made my departure radio call and taxied onto Runway XX (the preferred departure runway) for a short field takeoff. as I released the brakes to start my roll forward I saw an airplane taxiing at high speed past me on the right and then in front of me onto the runway. I immediately re-engaged the brakes and aborted the takeoff. The other aircraft (a Cessna 210) made a radio call saying 'Cessna 210 is back taxing for Runway XY'. We advised him that he had cut in front of us during our takeoff roll. The pilot replied 'I had bad info. I will expedite my taxi out of your way.' The other CFI who was in the left seat of our plane asked for a radio check; and another aircraft in the pattern confirmed that he had heard our radio calls taxiing to the runup area; to the runway; and our departure call. All radio calls I made were loud and clear. There were no calls from the Cessna 210 pilot that cut in front of me until his call that he was back taxing after he had cut in front of my takeoff roll. There is no way he could have not seen me. He had to taxi forward of my position and around me in a very tight area to avoid striking my wingtip or going off of the narrow 40 feet wide runway. Unfortunately the pilot of the 210 was taxiing so fast I could not get his N number; and he never appeared on my ADSB-IN traffic system. He never identified himself as anything other than a Cessna 210.




Synopsis: GA pilot reported taking evasive action after another aircraft passed him on the Runway during takeoff roll.
Date: 202005
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A Flight Attendant went to get an unscheduled wheelchair for last passenger to deplane. Ramp agent retrieved rolling walker for pax and rest of crew walked up jetway with the passenger. Sanitizing crew onboard aircraft were finished with seatbelts and were continuing to clean PSU's (Passenger Service Units) and OHB's (Overhead Bins) when the crew deplaned. Was unaware that crew were to deplane after sanitizing crew was completely finished. All passenger and crew deplaned safely.




Synopsis: All cabin and flight Crew left airplane with cleaning crew still on board.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Wheels/Tires/Brakes
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: Delayed at gate 45 for traffic in the alley; then pushed and started both engines. Idle thrust with ramp weight at approximately 184;000 LBS moved the aircraft forward on level ground. No brake 'dragging' noticed. At the end of the runway; taking off behind a B777; received 'line up and wait' instructions and a re-route from tower controller. About the same time; First Officer (FO) noticed the right outboard brake temperature Hot at 270 deg. He turned on the brake fan. After the re-route was loaded into the FMGC in takeoff position; the brake temp indicated 260; then 255. I started to tell ATC that we wanted to taxi off for additional cooling but then the ECAM showed 250 degrees so I said we were ready. With everything happening at once; I fell into the trap of 'completing the mission' instead of remembering that with the brake fan on; we needed them to cool to 150 or less. We briefly discussed leaving the gear down to cool the brake further after rotation. We did so; but noticed the brakes got a bit warmer initially then started to cool. I wanted to get the gear up for climb performance due to taking off behind the B777 so when I saw that the brake had started to cool; I elected to raise the gear. Unfortunately; we were slightly faster than the Vlo speed of 220. We were at about 235 KTS. The co-pilot then pointed at the placard showing the limitation. The brake continued to cool and after climbing above 10000 FT; I sent an ACARS message to Maintenance and entered the discrepancy into the log. Multiple tasks being addressed at the same time at a time critical situation. (On the runway) Not having enough time to think everything through properly.If I had a chance to do it over again; I would have exited the runway to allow the time to go through the scenario completely; and contacted maintenance to get some guidance on whether they wanted to look at the brake prior to the ETOPS flight.




Synopsis: A321 Captain reported that the right outboard brake temperature was high prior to takeoff.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 91
Mission: Test Flight / Demonstration
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Aircraft exiting a 2 S check at [a contract maintenance] facility. During acceleration climbing above 10;000 feet at 290 knots; we experienced porpoising which became greater with increasing speed. First Officer noticed the left elevator indication moving up and down. We reduced speed to 220 knots; declared an emergency with Center. Returned directly to the airport; landed; cancelled the emergency; and taxied to [contract maintenance] without further incident. TEST FLIGHT FAILED. Probably caused by left elevator servo or actuator (only my opinion.)




Synopsis: A319 Captain performing post maintenance test flight experiences porpoising as the aircraft accelerates to 290 knots. The left elevator is visibly moving on the flight control synoptic page. Airspeed is reduced; an emergency is declared; and flight returns to the departure airport.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initiating our descent from FL400 to land; we felt a vibration originating from the aft portion of the aircraft. We also noted a rise in interstage turbine temperature and a higher than normal vibration indication of the #2 engine on the vibration meter. Thrust was reduced on the affected engine and temperatures returned to a normal range. At no time was power lost from the affected engine. We were cleared for a visual approach and landed without incident. Upon shutdown; we conducted a visual inspection of the #2 (right) engine and discovered an N2 Low Pressure Turbine blade had departed the engine through the exhaust pipe. We immediately notified our Director of Maintenance.


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


Synopsis: G100 flight crew reported feeling a vibration and noting a rise in interstage turbine temperature in #2 engine during descent. Reducing thrust brought temperature back to normal; and flight landed safely. After parking; flight crew noted that there was significant damage to the engine.
Date: 201704
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were established on the Oakes 2 RNAV arrival into OAK and cleared to descend to 4500 ft. Both of us had the Terrain feature selected for the approach and arrival. Approaching PARBB Approach Control asked if we had the airport in sight. We replied no; and continued on the arrival. After Approach asked a second time we replied that we had the field in sight and were subsequently cleared direct to MITOE. I selected direct MITOE and after executing; put 2;000 ft in the altitude window and selected a managed descent knowing there was terrain between us and MITOE. The managed descent was descending at a faster rate than I thought was prudent; so I then selected a more gradual rate of descent using Vertical Speed. We continued watching the terrain both outside (Visually) and on the inside (EGPWS) display.While in the descent we received a terrain ahead warning. We had already begun to reduce our descent rate to MITOE and noticed the terrain display warning as well as visually identifying the terrain. Nonetheless; we reduced the descent rate again and leveled off the aircraft to avoid a terrain conflict; during this time the First Officer retracted the speed brakes. At this time we observed a momentary master warning light illuminate with 'Terrain Ahead; Pull Up' (I'm not certain this was the light as it was momentary; but in hindsight it must have been); I then added power to initiate a climb away from the terrain threat. All warnings disappeared almost instantly and after determining both visually outside and inside with reference to the EGPWS we were clear of all terrain we continued to a normal landing. It is significant to note that both I and the First Officer were aware of where the terrain was in relation to the aircraft and received no query from ATC as to our altitude. We both commented about how strange that was given that we knew we were in an area of known terrain and had been cleared for the visual approach we had expected that ATC would be monitoring us as well and give us a 'low altitude alert' call in addition to our onboard warning system. Nevertheless; we reacted to the warning in a measured response given the fact that we both had the terrain in sight and were just passing the ridgeline as the warnings occurred.




Synopsis: A320 Captain reported climbing in response to a GPWS terrain warning on a night visual approach to OAK.
Date: 201707
Local time of day: 1201-1800
Location: DET.Airport, MI
Light: Daylight
Aircraft: SR22
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON D21
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X departed runway 15 at DET. At the same time a turbo prop was departing YQG runway 25 which are conflicting paths. Because of this when Aircraft X checked in I turned them to a 230 heading and climbed them to 4000. I expected Aircraft X to be west of and to climb over top of YQG airspace. Around this same time I was working on getting flight plan information for an IFR pop up aircraft 30-40 miles south of where the incident was. Aircraft X informed me that they flew 200 feet below a VFR aircraft in YQG's airspace. I was surprised to see Aircraft X in that location and hadn't noticed the VFR aircraft up until that point.I was probably focusing too much attention on the aircraft to the south and had expected the aircraft to be at a different location than where it was.




Synopsis: D21 TRACON Controller reported an NMAC occurred when an aircraft under their control violated another airports airspace.
Date: 202110
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: Upon aircraft returning for reoccuring high stage valve bleed message; proceeded to perform MEL procedure XX-XX-S for #1 engine. Proceeded to lock out high stage valve. Closed up #1 engine and aircraft was released and departed. Received call from Maintenance Control asking if I had inoped high stage valve. I started to investigate further; at which point I realized I had locked out the intermediate valve. I immediately contacted Maintenance Control and informed them I had locked out the wrong valve. Maintenance Control said they would be notifying ZZZ Maintenance when aircraft arrives.




Synopsis: Technician reported locking out the intermediate bleed valve instead of the high stage bleed valve while applying MEL.