elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 1201-1800
Location: A90.TRACON, NH
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZBW
ATC / advisory: TRACON A90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: I had an assist clear an IFR aircraft off an uncontrolled airport.  They believed that there was a block at the airport.  I do not know where they get that information from. I did not have a data block associated with that nor did I verbally approve any airspace block.  The assist asked for a release off the airport.  I said approved and they released the aircraft without any coordination with the adjacent airspace.  They realized the issue and tried to get airspace but it was already occupied by another aircraft.  The departure came airborne with a bad route into the adjacent airspace. Seeing the other aircraft in adjacent airspace and concerned with the likely development of an imminent situation; I decided it was appropriate to consider the situation an emergency and turn the aircraft below the MVA (Minimum Vectoring Altitude) with the EOVM (Emergency Obstruction Video Map) displayed while turning.  I recommend retraining for non-seasoned controllers.




Synopsis: A TRACON Controller reported intentionally vectoring an aircraft below the Minimum Vectoring Altitude to avoid a conflict with another aircraft.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Avionics; Maintenance Powerplant
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: I am the Avionics Lead Mechanic on midnight shift. One of the aircraft I watched over was aircraft. During the night it came in with an MEL for Number 1 left hand boost pump inoperative. Mechanics X and Y were assigned to the job. Avionics Mechanic Z was assigned to assist in troubleshooting with them. During the middle of the shift it was determined the fuel low pressure switch was faulty and replaced per MM (Maintenance Manual) 28-XX-XX. CB's were pulled and collared per MM. It was brought to Mechanic Z attention that ADIRU #3 and AOA sensor were faulty during a routine preflight check. Mechanic Z replaced both; but no help and MELed both out. I worked the day shift that morning and got a call saying that all 3 hydraulic quantity indications showed xx's; a no dispatch item. I found CB 131XP-A still collared with a streamer on it behind the observer seat. I reset it and indications came back to normal. Further investigation on my part found that the wrong CB had been collared during the low pressure switch replacement. This CB deactivated Number 3 ADIRU; Number 3AOA sensor; all 3 hydraulic quantity indications and both SDAC's; obviously a no dispatch situation. The CB that should have been pulled and collared was on correct panel; but 2 rows above. Pulling and collaring the wrong CB for Maintenance is very dangerous obviously.




Synopsis: Lead Technician reported discovering the wrong circuit breaker was pulled and collared during troubleshooting and repair of an unrelated problem caused three other systems to be degraded and improperly MELed.
Date: 201809
Local time of day: 1801-2400
Location: ZBW.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X called for a HFR (Hold For Release) clearance approximately 35 minutes prior. Pilot was given departure clearance: 'Cleared to ZZZ airport as filed; climb and maintain 10;000 expect FL340 10 minutes after departure; departure freq.; squawk; HFR.' Read back by pilot accurately.Aircraft called on end of the runway for release. Release was granted; 5 min with 10 min to contact ZZZ Center if not off. No changes were made to original departure clearance.Aircraft was in RADAR approximately 3 min after release was granted. Pilot checked on climbing to 10;000 [feet]. I radar identified the aircraft and a climb to FL[230] was issued. Approximately 3 minutes later; I realized the aircraft was not turning on course. At this time; I questioned the pilot as to what fix he was navigating to. He stated that the last instruction he was given was to fly runway heading. This instruction was never issued. I informed him as such; and once he climbed above my MIA in the area; I cleared him on course. This tells me that the aircraft did not fly the applicable ODP [Obstacle Departure Procedure].Pilots seem to be unfamiliar with uncontrolled airport procedures (ODPs; ATC clearance limitations; ETC). All pilots should be properly briefed on these procedures as not properly flying the ODP out of airports is a safety risk.




Synopsis: ZBW ARTCC Controller reported an aircraft not flying the Obstacle Departure Procedure and entering an area of lower terrain.
Date: 201807
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
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: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft we were flying was an A321 that had had an odor event the night before resulting in the APU being placed on MEL. We also had that flight's cabin crew deadheading back.Our flight was normal until descending through 14000 ft when a F/A (Flight Attendant) called to tell us that the same odor as the day before was back and a few of the crew and several passengers had noticed it. I told her we would be on the ground soon as by now we were coming up on 10000 ft AGL.I never noticed anything at any time on the flight but I started the Quick Action FUMES checklist. It was 110 degrees with a full flight and no APU so we hustled to [the] gate and shut down the engines. Just then a F/A called requesting an ambulance for a cabin crew member. I had my F/O (First Officer) call ops requesting paramedics to the aircraft. I called Maintenance to let them know of our event and they requested we fill out the Aircraft Smoke Odor Report ASAP which we did.My F/O said he smelled something on final. The F/A's towards the front of the aircraft didn't notice anything but in the aft cabin some crew members and passengers did although only the one crew member requested medical attention and I don't know which one that was. By the time I got out of the cockpit everyone was gone so I never got any more information on our F/A.




Synopsis: A321 Captain reported an event with extreme fumes in the main cabin while in the descent to land.
Date: 202008
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: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification; Confusion
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: My student and I were coming in to land at the ZZZ Airport on the 45 degree to the left downwind; Runway XX. At the 4 mile point we heard a takeoff call of another aircraft. Their call was as such: 'Aircraft Y; taking off Runway XX' [and] nothing else. We never saw them takeoff or depart but the next radio call we heard from them was them calling turning left downwind Runway XX. At this point we were also turning left downwind so I quickly looked to our left and they were turning into us and we're [now] on a collision course. I assumed flight controls from my student; took evasive action and turned a very wide downwind; let them go ahead; and we both landed unharmed.I feel [that] what could help diminish situations like this; other than us paying more attention to aircraft taking off when coming in on a 45 to the downwind; would be to standardize radio communications at pilot controlled airports and really try to enforce their use in training and everyday operations. If Aircraft Y had specified that they were staying in the traffic pattern; my student and I would have been on heightened alert for aircraft turning from crosswind to downwind into us.




Synopsis: Flight Instructor reported an NMAC event with another aircraft turning to downwind at an uncontrolled airport.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Today while giving instruction on a PA-28-235 we attempted to exit the runway on our final landing of the day; the aircraft then did not respond to the PIC (Pilot in Command) input and full brakes were needed. We ended up just off the taxiway on to the grass. There were no injuries; or damage to the airplane nor the airport environment. I believed that the PIC approach may have been a bit too fast; partially because of the pressure of tower having a caravan turn a short base leg behind us as well as it seemed to be a bit windy though the forecast was saying winds under 7 kts. Once we landed we were instructed by Tower to take the very first taxiway we were approaching. The PIC then attempted to slow down while making a right turn. Unfortunately the speed was a bit too high so the airplane was not able to make the tight turn. The PIC then applied both brakes in attempt to stop the airplane.The PIC of the airplane handle the situation very well. I think the way we could have avoided this was stating to Tower we were unable to make the taxiway due to speed and would take the next right.As well as Tower should have kept more space between aircraft landing.I think I should add that this was a Bi-Annual Flight review; we did make multiple other landings at another airport before returning to ZZZ for out final landing. The brakes on the aircraft may have been hot from usage.




Synopsis: PA-28 flight instructor reported loss of aircraft control after landing that resulted in a taxiway excursion.
Date: 201405
Local time of day: 0601-1200
Location: LGAV.Airport, FO
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Flight Crew
Result: Flight Crew Rejected Takeoff
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Flight was sent the following message shortly after they powered up and started their takeoff roll. Causing an aborted takeoff. Passengers heard and felt the engines go to takeoff power and then having the power pulled back. RADIO CLOSEOUT DELETED FOR FLIGHT XXXX YOUR FLIGHT HAS RECEIVED THE ACARS MESSAGE BELOW DUE TO A PAYLOAD CHANGE REQUIRING A NEW CLOSEOUT OR A RETURN TO GATE. FOR QUESTIONS CONTACT CENTRAL LOAD PLANNING AGENT ASSIGNED TO FLIGHT. YOUR FINAL W/B HAS BEEN DELETED AND IS IN THE PROCESS OF BEING UPDATED. DO NOT TAKE OFF UNTIL YOU OBTAIN A NEW FINAL W/B. PLZ ACKNOWLEDGE. END.               ACARS messages going to aircraft during critical phases of flight that cause major distractions. Restrict these messages. It was sent 13 minutes after flight blocked out.




Synopsis: Aircraft Dispatcher describes a rejected takeoff caused by an ACARS message voiding the weight and balance closeout and received as the thrust levers are being advanced for takeoff.
Date: 202107
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BWI
ATC / advisory: Tower BWI
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On base to final to Runway 10; we were turning base to final and descending to 1;500 feet to conduct a visual approach. As I looked outside to align the aircraft with Runway 10 and considering the tailwind I descended to 1;300 feet and Tower called Low Altitude Alert. I was two miles from JEANS waypoint; the final approach fix for the ILS 10. I immediately climbed and crossed JEANS at 1;500 feet. Completed the approach.




Synopsis: Air carrier First Officer reported descending below assigned altitude on approach to BWI resulting in a low alert warning from Tower.
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: Below 500 feet on approach to RWY 23L at ZZZ we encountered windshear which caused the approach to become unstable and we performed a go-around and climbed to 3;000 feet. At that point we were bingo fuel so we requested clearance to our alternate which was ZZZ1. ATC was very busy and couldn't grant our request for climb. We [requested priority handling] for fuel at that point in order to receive traffic priority. Our climb request was then granted. The rest of the flight to ZZZ1 was uneventful.There turned out to be unforecast winds at ZZZ which caused a lot of vectoring and other delaying tactics by ATC which depleted the fuel reserves of arriving aircraft. If we had had more fuel onboard we could have held until the winds abated.[Company] flights could carry more fuel.


Second narrative: On final approach to land; experienced significant windshear. Unstable approach conditions. Captain performed go around. Instructed to fly RWY heading and maintain 3;000 feet. Now in bingo fuel state. Requested climb and must divert to ZZZ1. Denied climb due to busy conditions (weather; congestion; other crews being vectored). Told ATC we must climb. Diverted to ZZZ1 with further instructed climb to FL290.


Synopsis: An air carrier flight crew reported encountering significant wind shear while conducting an approach. They executed a missed approach and; due to a critical fuel state; requested a traffic priority and diverted to an alternate airport.
Date: 201407
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL400 cruise; L engine failed. No throttle movement prior to event. Diverted to nearest suitable airport.




Synopsis: When the left engine quit the B-777 flight crew diverted to the nearest suitable airport.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During taxi out for takeoff at ZZZ we received an ACARS message stating that 'the load close out was invalid' and that we must wait for a valid load close. I got distracted and forgot about getting a valid load closeout and we departed and flew uneventfully to ZZZ1. The Captain and I had had a successful trip. We worked well together. This was our last leg home on our last day. We had confidence in each other and perhaps that led to complacency. We had just been delayed at the gate for a COVID concern. I think we had a runway change and I got distracted.Perhaps; in the future; I will Scribble 'void' over the invalid load close out so that we do not mistakenly use it.




Synopsis: Air carrier First Officer reported becoming distracted and not getting a valid load close out.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ1.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Myself and 2 passengers were enroute from ZZZ to ZZZ1 to look at a plane for a friend. At 50 miles out of ZZZ1 I started a 300 rpm decent. When I reduced power the engine stopped producing power like a switch was thrown and was windmilling only. I turned on the boost pump mixture rich then throttle full and idle and no reigniting. At the time of descent I had my rear seat passenger verify the fuel on board and there was 5 gal in the left tank; 6 in the right tank and the 4 gallons in the sump tank. Easily over an hour of fuel onboard. At the time of descent we were 17 mins out from landing. The minute the engine died I tired toward the closest airport; ZZZ2 and established best glide. It became clear we would not make the airport I choose a field and flew to it. The landing went well. The freshly planted cotton field did make the plane yaw left and right till it stopped but there was no damage to the plane; it stayed on its wheels and no passenger injuries. On the ground I realized I had not put the new registration in the plane and left it in my car prior to the flight. And because I'm over 50 my third class medical is actually expired because it's now is only good for 2 yrs instead of 3. I thought it expired the September 2019 that would be 3 yrs. I am very healthy with no concerns of not passing a medical. Just an oversight on my part. We disassembled the plane after a conversation with NTSB by phone saying it was ok and moved it to ZZZ2 for reassembly and investigation into the engine failure without incident.




Synopsis: Velecity XL-RG Home Built/Experimental aircraft pilot reported an engine failure during descent to destination. Pilot executed a forced landing with no injuries or aircraft damage.