elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our flight our passenger came up and said that is was getting pretty warm in the cabin and asked if we could cool it down a bit. We selected a cooler position on the temperature controller (about 7 o'clock). Approximately 1 to 2 minutes later the ACM O'HEAT and the EMER PRESS annunciators illuminated (the EMER PRESS valve did not open automatically). The cabin started climbing rapidly at 3400 fpm. We asked ATC for a lower altitude and the PF donned his mask (PM was already wearing mask). The steps in the ACM O'HEAT and EMER PRESS checklists (selecting a warmer temp and cycling the Pressurization Source Select knob) yielded no results. The cabin kept climbing; the CAB ALT HI annunciator illuminated and ATC was not very forthcoming with descent clearances; so we declared an emergency and initiated the emergency descent. When I looked back during the descent; the passenger O2 masks had deployed. Our pax was wearing her mask and gave me a 'thumbs up'. Once we were below 10;000ft; after accomplishing the Emergency Descent checklist and putting the masks away; we decided on a close and suitable diversionary airport with rapidly improving weather conditions. We sent a quick message off to the company about the diversion. I also went back and talked to our passenger for a few minutes and explained the situation to her. At 5000 ft; while being vectored for the ILS approach; the EMER PRESS valve finally did pop open. We reset it by selecting EMER PRESS; then back to NORM.


Second narrative: The MEL'd temperature contoller had been written up multiple times in the previous month.


Synopsis: CE-560E flight crew reported difficulty maintaining cabin pressure. An emergency was declared; descent executed; and the flight diverted to a nearby safe alternate.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Ramp; Safety Analyst
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When loading Cargo Compartment the Loading Supervisor noticed that there was no DG (Dangerous Goods) info for this ULD (Unit Load Devise) in the Load Platform Program.He contacted the Load Controller who then contacted Cargo for the information and the DG info was then updated in Load Platform Program.




Synopsis: Air Carrier Ramp Agent reported required Hazmat load documents missing from Load report. Dispatch notified; Load report corrected prior to departure.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: MD-88
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A B737 was level at FL330 and requesting FL350. When the B737 crossed into my boundary; I was able to climb him reference my own traffic. A couple minutes later; Sector 49 told me the B737 was good to climb to FL350 and I climbed the B737 to FL350. When I looked back to my screen; the B737 was flashing with an MD88 who was level at FL340. I turned the B737 20 degrees left and attempted to turn the MD88 20 degrees left but did not get a response; so I turned the B737 an additional 20 degrees left and told him to report when he was level at FL350. Then I turned the MD88 30 degrees left. I was a little busy at the time and had a test flight that I was trying to figure out what to altitude to climb to. When the ultra high controller says an aircraft is able to climb to a higher altitude; I should be more diligent in reviewing my own traffic before initiating the climb.




Synopsis: Enroute Controller described a loss of separation event when responding to an adjacent controllers comment reference a climb without first noting possible conflicting traffic within the area.
Date: 201907
Local time of day: 1801-2400
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: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Out of FL210 during our descent into ZZZ with the autopilot on; I noticed a stab out of trim light. Broke out the QRH and ran the checklist. This is when we discovered we had no electric trim available on either side. This took us to the Electric Stabilizer Trim Inoperative checklist. Followed the checklist; [advised ATC] and had to manually trim the nose using trim wheel. First Officer continued to fly the airplane while I ran the checklist and talked to ATC. I controlled the trim wheel as the First Officer instructed me on nose up or down trim; and the First Officer concentrated on the stick and throttles. We were already set up for a straight in for Runway XX and used Flaps 15 landing (according to the checklist) and maximum brakes. First Officer did a fantastic landing and then we proceeded to the gate where we were met by our Maintenance team. Debriefed Maintenance in ZZZ; went up to the pilot lounge and filled out a [report].




Synopsis: B737NG Captain reported a failure of the electric stabilizer trim system requiring the use of the manual trim system to complete the approach and landing.
Date: 201407
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Light: Daylight
Aircraft: Military
Operator: Military
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Aircraft

Narrative: Aircraft X was to relocate from off airport location to SFO.  Aircraft X advised airborne.  Altimeter and SFO ATIS given.  Data tag was jumping from target to target and not acquiring on either.  Data tag displayed RDR. Requested Aircraft X to Ident.  No Ident was observed.  FLM/OM/Facility Chief/TMU Manager all yelling and distracting saying I did not say; 'Radar Contact.'  The aircraft was NOT radar identified.  I asked the FLM that was plugged in monitoring me if he was directing me to tell an unidentified aircraft that it was in Radar Contact.  He would not commit to that. Still putting up with all the commotion in the center of the room and advised all the Management Officials staring at me that someone needed to make a decision as to if I was telling the unidentified aircraft that they were Radar Contact.  Finally FLM said; 'Just tell him Radar Contact.'  I told Aircraft X that he was Radar Contact with a position of the 2 targets that were suspected to be Aircraft X.  Since I gave a position; in order to try and confirm position; the commotion began again as you are not supposed to give position when referring to Aircraft X. Apparently that part of the 7110.65 was in force.If VIP movements will not be controlled in accordance with 7110.65 it needs to be briefed to the controllers prior to operations.  Had they told me that I was required to tell an unidentified aircraft that it was Radar Contact I would not have accepted the position and someone else could be put in position that was willing to violate the 7110.65.




Synopsis: NCT Controller attempts to identify VIP aircraft and is distracted by Management surrounding him; telling him to say Radar Contact.  He does as instructed and gives the position of the VIP aircraft which infuriates the management standing behind him.  The Controller did not have the aircraft under radar surveillance at the time.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Tower, 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: None
Mission: Personal
Flight phase: Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Contacted ZZZ Tower and requested to track the LOC XXR approach inbound with the intention to circle to land on Runway XYL. We were instructed to proceed as requested and report a 5 mile final for Runway XXR. Upon reporting our 5 mile final we were instructed to circle east and enter a left downwind for Runway XYL. During our circling maneuver Tower informed us that we would be number 2 for the Runway following traffic inbound on the VOR XYL approach and to advise traffic in sight; and Tower asked intentions after landing to which we replied we would like to depart the pattern north east to ZZZ1 airport. Tower acknowledged and told us to expect a right turn after landing back over to ZZZ1. We spotted the traffic and were cleared for the option number two following the traffic on final on XYL. We turned final and the traffic ahead was high and went missed following their approach so we landed on Runway XYL while a P3 was holding short XYL. After landing we conducted a touch and go and was climbing upwind with traffic on the parallel Runway XYR in sight. We then contacted Tower and confirmed that he wanted us in a right turn to depart the area. Tower then said to reference the traffic now turning crosswind ahead and that our right turn was approved with traffic in sight. We began our right turn northeast and the other traffic on the parallel appeared to turn right downwind for XYR. We then noticed there may be a confliction if we continued climbing so we leveled off at 500 ft. to pass below the conflicting traffic. Tower then informed the downwind traffic that we had them in sight and we would pass below to which the conflicting traffic reported us in sight as well. We remained at 500 ft. until clear of conflict and then continued our transition and climb over to ZZZ1.




Synopsis: PA28 Pilot reported NMAC during departure climb from airport.
Date: 201510
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ATL
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll we experienced an ITT (Interstage Turbine Temperature) exceedance due to compressor stall and aborted the takeoff. We returned to the gate with no further complications. The previous takeoff was also aborted due to a shudder down the right side of the aircraft; which we thought was a blown tire. We did not notice any abnormal engine indications. We returned to the gate after the first abort to check for damage. No damage was noted and maintenance and dispatch were notified. From my description of the event; maintenance control felt we had a nose wheel shimmy. Contract maintenance was dispatched and discovered a missing fitting on the nose gear suspension and that the nose gear needed lubricant. I accepted that as the correct repair and we tried again. On the second attempted takeoff I noticed the ITT approach the redline; then a series of rapid bangs. The ITT dropped some and as I started to abort the takeoff the ITT shot up into the red. I had never experienced a compressor stall before and I thought the nose resembled a blown tire. Greater emphasis and education on the sensations associated with compressor would have been helpful and lead to a more accurate initial call to maintenance.


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


Synopsis: ERJ-175 flight crew reported rejecting two takeoff attempts. The first was for a suspected blown tire and the second for ITT exceedance and compressor stall.
Date: 201412
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: IMC
Weather elements / visibility: 0.25
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On this flight we were ZZZ to CLT weather was at minimums RVR greater than 6000.  [Flight] was uneventful [and routine]. On initial check in with TWR on 118.1; the clearance was 'continue expect landing clearance on a two mile final.' I continued the approach course; intercepted the glideslope and started down. This whole time TWR is very busy both landing and departing RWY18L. At some point between OM and runway TWR did not clear us to land but was very busy trying to get aircraft off runway and depart prior to us. As we broke out I looked up and saw the runway and the departure being very slow to roll. At some point the TWR issued us to Go Around. I pushed the throttles forward to the TO/GA detent; called gear up flaps 8. I do not recall hearing the other pilot verbalize these responses. We entered the OVC and I then heard the TWR issue [an] immediate turn to heading 090. I turned possibly over banked; I heard urgency in the TWR voice. I thought that I had discontinued the Auto Pilot and was in a climb; but I do not remember seeing the command bars on the PFD. At some point while in the turn the other pilot said something like 'do you have control' he then restated it and I said 'NO' based on the tone of voice; he took the controls and we climbed back to 4000 feet; than the other pilot turned the controls back over to me and we executed another forever APCH in CLT. Upon check in with TWR we were again issued the same clearance except at Two miles we were cleared to land and did without any other issues. Be more alert that the situation was deteriorating faster than I thought.




Synopsis: CRJ-900 First Officer describes difficulty controlling the aircraft in a hand-flown missed approach.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 1
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for approach to Runway XX (GPS). Gear down and extended flaps 20 degrees establishing stabilized approach. Confirmed landing gear were down and locked. Rain restricted visibility. Saw west side of airport at 2 miles out. At airport the rain was a lot less and visibility was VMC. Made a climbing turn to 1000 feet and started a 180 degree turn at end of turn to final at end of Runway YY. Again confirmed gear down and locked on short final for YY. Approached at blue line; slowing to 95 mph (just above VMC) at end of runway. Started flare and touched down mains; bounced and ballooned; leveled nose and started flare to reduced speed. Touched down main gear; then lowered nose slowly. Nose wheel collapsed. Speed was normal for landing. Vacated aircraft as fast as I could get out.




Synopsis: BE55 pilot reported experiencing a collapsed nose gear upon landing.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Today I had an incident in an aircraft with a student. We had flown the aircraft two days prior and had just returned from a flight of about 1.6 hours. We were taxiing back to the runway from the taxi way connector when the aircraft began to pick up speed. I instructed the student to begin to slow the aircraft down which she agreed with and began to do so. While slowing the aircraft it began to veer to the right slightly. I instructed the student to gently apply some left rudder to straighten the airplane. The left input was initially given and I believe the student thought that she had given too much as she made a hard input to the right. The input was harsh enough that as I tried to block the large input with my foot it raised me up against my seatbelt. When a large input is made in this aircraft over 20 degrees the wheel begins to do what is known as free cast. All that can really be done at that point is stop the aircraft and straighten the wheel. The rudder can no longer move the nose wheel in the opposite direction. I sensed this happened and immediately pulled back the throttles and mixture to stop thrust and applied full brakes. The aircraft almost got stopped but as the nose of the aircraft fell over the edge of the hill next to the taxi way; the momentum pulled us over the edge. At this point I continued to stand on the brakes to attempt to stop the aircraft but the downward momentum was too great. The aircraft came to rest against a chain link fence and some small brush. I secured the aircraft by shutting off battery power and fuel selectors and helped the student safely exit the plane. I carry insurance but found out after the fact that the owner did not have an insurance policy.

Callback: Reporter stated that the student had almost no multi-engine time and that student had a tendency to over control while taxiing. Reporter also stated that the likely cause of the aircraft initially veering to the right was a slightly advanced left throttle and uneven braking.



Synopsis: CE310 Instructor reported exiting the taxiway and proceeding down an embankment after the student applied improper rudder steering input.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Falcon 50
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During the climb out; at roughly 15;000 feet; the Fueling light illuminated. After consulting the checklist; we determined that we were not observing any abnormalities; and elected to continue the flight. We did not observe any abnormalities until we started a descent; through roughly 30;000 ft. We felt a continuous vibration throughout the aircraft that lasted for about one minute. After about a minute; the vibration stopped. We ascertained that the fuel panel door had possibly departed the aircraft. Upon landing at our destination; we observed that the fuel panel door had in fact departed the aircraft.




Synopsis: DA-50 First Officer reported a fueling light illuminated in flight with no apparent abnormalities; however the fueling panel door was found missing upon arrival.