elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1801-2400
Location: SEA.Airport, WA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were vectored through final from an early base leg turn because we asked for S-turns (due to an early turn in and knew we would be high). So we were denied the S-turns and resequenced with gear down flaps 5 at about 160 knots. We were turned downwind and Controller asked if we had traffic (which we did at about four miles). Controller turned us from downwind straight to final (from a 150 degree heading to a 010 heading and told to follow traffic). Halfway through the turn he asked if we were still turning; which we were. However; there was a third aircraft for the parallel runway; and at our slow speed and by the time we did our almost 180 degree turn we rolled out on final next to the third aircraft. As that aircraft descended; we received a 'descend' RA (which we did) and were clear of conflict and the whole maneuver was only about 300 FT. Never did we cross our centerline. As a matter of fact; I flew left of course slightly once I saw the third aircraft and thought spacing might be close. This was a spacing issue from ATC. Our slower than normal speed (due to our aircraft configuration) probably threw off the Controllers planned spacing. The Controller should have called out the traffic for the parallel runway; which he never did. Instead; he only queried our turn; which we were in. No matter the turn or heading; that third aircraft was going to be a conflict due to our speeds. He probably should have been slowed.




Synopsis: B737 flight crew reported being vectored to a visual approach at SEA and responded to an RA from an aircraft on a visual to the parallel runway.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Light: Daylight
Aircraft: B737-700
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; we experienced zero oil pressure on the #1 engine. QRH procedures were followed accompanied by a single engine landing at [departure airport]. The aircraft experienced numerous ACARS NO COMM throughout the flight along with WiFi being MEL'd. These issues made it extremely difficult to acquire our landing data.




Synopsis: B737-700 Captain reported returning to departure airport after shutting down #1 engine because of zero oil pressure.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Air Taxi
Operating under: Part 135
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 Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had 4 souls on board; 3 hours of fuel; we filed for FL220. We were in the air for almost an hour when I heard an explosion on the left engine; sparks were coming out the exhaust pipe. At time I was talking to ATC about my alternate destination. As soon I could I requested vectors to the nearest airport. At the same time I did a precautionary engine shutdown. I idled the power; fuel conditioner off; feather and fuel shut off valve off. At that time ATC told me I had an airport at 3 miles north; but I declined requesting a major airport with all the emergency equipment standing by. They told me about ZZZ1. I declined and requested ZZZ. We were heading that way while in the mean time I was trying to calm my crew and line up with the localizer for runway XXL. I intercepted the localizer; but I came in high so I desired to go-around and come back. I made left traffic for runway 33L. We landed safely without any issues.




Synopsis: King Air 90 pilot reported an engine failure at FL220 and diverted to the nearest suitable airport.
Date: 201901
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Myself and my team mates dispatch the above mentioned flight and return to gate when we  was approached by supervisor and told that we must attach tow bar to back of pushback tractor after disconnecting from aircraft. I told him that it's not in the ramp service manual. It is dangerous practice to be attaching tow bar to the back of the pushback tractor since the pushback driver can't see the agent in the back thus creating and unsafe situation. I was told by the supervisor that it's company policy and threatened termination if I didn't comply. No where does it state in ramp service manual nor in any training module that the tow bar must be attach to back of pushback tractor. It's only a matter of time before a pushback driver runs over a RSE.




Synopsis: Airline pushback Tug Driver reported an unsafe company policy procedure regarding tow bar handling.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On take-off roll we received master warnings 'smoke cargo' immediately followed by 'config spoilers'.  As PIC I commanded 'abort; abort' and aborted the take-off. The annunciators went away and there were no fire indications. We returned to the gate under our own power and deplaned the passengers without incident. As PIC I wrote the maintenance discrepancy in the logbook and contacted [operations].




Synopsis: A CRJ-200 Captain rejected takeoff after receiving 'smoke cargo' and 'config spoilers' master warnings. There were no fire indications.
Date: 201810
Local time of day: 0601-1200
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A Y
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew Returned To Departure Airport; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL390 in clear smooth air enroute; [the Captain Pilot Flying (PF)]; autopilot had been on since 7;000 with no issues. Rudder trim as seen by yoke deflection seemed not normal. With yoke arrow pointing at centered; plane made a series of sudden 'kicks' to the left (gyro needle deflected right). Autopilot disconnect by PF and yoke showed steep deflection to the right. Trimmed out by rudder knob but when autopilot reengaged; same series of kicks occurred. Pilots decided to ZZZ before situation became worse and more severe. Autopilot seemed too dangerous; so hand flown entire trip back to [departure airport]. Dispatch notified; FAs coordinated well; PA announcements timely; and radio comms to [departure airport] worked fine. ZZZ decided more suitable than [a secondary diversion airport]. Descent; approach; and landing uneventful and smooth; with no recurrence of kicks/fluxuations. Trim held well.. Did notice drop of Hyd A fluid from 97 to 68 compared to departure amount; but recovered to 90 by block-in; had QRH out to 'Loss of Hyd System A' page; just in case.




Synopsis: 737 Captain reported the flight returned to base due to a malfunctioning autopilot.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 13;000 feet MSL I observed a master warning and cabin altitude greater than 10;000 feet annunciator. I verified the annunciator with the cabin pressure indicator and it agreed with a high cabin pressure environment. I believe that the door; door seal; or the combination of the both of them may have contributed to the cabin pressurization issue. The door pins were all in place according to the door indicators and no door seal or cabin door unlock annunciators where displayed/observed.I had to divert to another airport as it would have been unsafe to continue our planned route.




Synopsis: CE-525 pilot reported diverting after observing a master warning and cabin altitude annunciator while climbing through 13;000 feet.
Date: 202109
Local time of day: 1801-2400
Location: RCTP.Airport, FO
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: After our arrival in RCTP; we were taken to the customs window for entry into Taiwan.  The RCTP operations message states that on Date; Customs will begin spraying a 75% alcohol mixture on arriving crews.  The spray booth was ready to go upon our arrival last night but the bottles were not filled with alcohol; the label clearly stated Chlorine Dioxide.  Luckily none of our crew were sprayed; but this needs to be addressed.




Synopsis: Air carrier First Officer reported RCTP airport customs COVID-19 procedure requires people being sprayed with a 75% alcohol mixture; yet the bottle label reads Chlorine Dioxide.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had an in-flight engine failure on the right engine. I shut down and secured the engine and made a successful landing at ZZZ.




Synopsis: A Cessna 414A pilot reported having an in-flight shutdown.
Date: 201305
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E C90
ATC / advisory: TRACON C90
Aircraft component: Tablet
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Equipment / Tooling
Primary problem: Ambiguous

Narrative: Flying the ORD7; climbing thru 10;000 FT did not stay at 250 KTS (as it states on the departure plate) but accelerated to 300 KIAS. Would NOT have missed the restriction if I had been using paper plates (mine have the restriction highlighted)! But was using the I-pad and had the zoom in function in use for the brief (we both did and both missed the 250 KIAS restriction). Have added a note book for station info that I have started to use to avoid this in the future.


Second narrative: While briefing the ORD7 Departure; I failed to notice the 250 speed restriction on the plate because I zoomed in to better visualize the altitude restrictions on the center of the departure plate. I did not read the entire departure down in the lower right corner of the plate or the upper right corner. Above 10;000 FT we accelerated to 300 KIAS per climb profile and ATC queried about our speed. We confessed our speed and slowed down to 250 KIAS.Failed to read the entire departure procedure. The 250 KIAS restriction is something new to the ORD7 DEP since I had last flown it. I think the iPad may have been a contributing factor because the ORD7 is a 2 page departure; therefore font is small but this does not excuse me from not reading the entire procedure.


Synopsis: An Air Carrier crew departed on the ORD7 and accelerated to 300 knots because they had zoomed in on the iPad looking at the altitude restrictions and missed the speed constraint because it would outside of the selected viewing area during the brief.
Date: 202012
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Weather elements / visibility: Turbulence; Windshear
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
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: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: We were at FL410 in continuous light chop. The seat belt sign was on before we entered the known area of turbulence and remained on till we passed the turbulence. ATC [was] reporting light chop for the next 150 miles. I had the speed intervene window open. The N1 was set for turbulence penetration. The speed was Mach .76. Within a matter of seconds we were in severe mountain wave. The speed increased to Mach .80 and we were in the over speed band. The over speed clacker went off right away. We began losing altitude. I immediately reduced thrust which was ineffective so pulled the speed brake. The speed slowed to Mach .76. We lost 300 ft. quickly. Then the second wave hit and we climbed rapidly back to altitude then 200 ft. above the assigned altitude. The aircraft returned to FL410. The event was probably 30 to 45 seconds. During the event I had the FO (First Officer) seat the flight attendants immediately. I had the FO ask for a descent to FL390. We were given the descent. The FO reported the mountain wave and the trends to ATC. There was no traffic in the area on TCAS and none was reported by ATC. We reached FL390 with no further wave but the light turbulence continued. I checked the flight attendants in and they reported no one was up during the event. I reported the event to Maintenance as severe mountain wave and over speed. I reported the event to Dispatch as well. In my 25 years of flying I have never seen mountain wave this bad.




Synopsis: B737 Captain reported encountering severe mountain wave activity that resulted in altitude excursion.
Date: 201701
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: We just began descending on the PHIBO arrival into Newark. Washington ARTCC had given us a crossing restriction of FL270 at FUBAR as per the charted procedures. About one minute later we get a frequency change to a new Washington ARTCC. After the captain checked in; we were instructed to descend via the PHIBO arrival into Newark. The first officer reached up and selected the next hard altitude of 11;000 feet at SUMTO. The first officer did this before crossing FUBAR. The captain verified 11000 feet selected. About 30 seconds before crossing FUBAR the captain then stated we still need to cross FUBAR at FL270. The first officer reached up and manually TCS (Touch Control Steering) the aircraft to level flight and reselected FL270 recapturing the altitude. We descended approximately 150 feet below altitude when crossing FUBAR.




Synopsis: Air carrier First Officer reported missing a crossing restriction due to premature selection of the next hard altitiude.
Date: 202110
Local time of day: 0601-1200
Location: LAF.Airport, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D LAF
ATC / advisory: Tower LAF
Second aircraft: Small Aircraft
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: For a training flight with a student; I was told when 10 miles out by LAF Tower to report 3 miles north for right traffic Runway 28. When reporting 3 miles north; Tower gave an amendment to my instructions and switched me over to the left downwind for Runway 5. This was simple enough as it required a standard 45 degree entry into the left downwind. As we approached 2 miles; Tower gave instructions to Aircraft Y to take off of Runway 28 which was full length. As we entered the left downwind for 5; we spotted Aircraft Y on the upwind of 28 which directly crosses into the left downwind of Runway 5. As it became apparent that the aircraft's good climb rate would have resulted in a near midair collision; I assumed the controls from the student and executed an immediate right 360 turn to avoid the aircraft which was on a perpendicular collision course. I stated to Tower we were taking evasive action and making a right 360 for collision avoidance. In the right 360; Tower then switched Aircraft Y to left traffic Runway 5; which in turn placed them in sequence before us to land. Once established on the downwind we resumed normal operations and landed without incident. Tower never acknowledged the risk of having an aircraft taking off on a crossing runway to us.




Synopsis: GA Flight Instructor with student reported an NMAC while on the approach pattern of LAF airport requiring evasive action to avoid a collision.