elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb both Pilot Flying (PF) and myself heard a really loud thud followed by a vibration felt in the floor; our seats and the control column. This occurred below 10;000 and above 5000. It happened again and again for a total of 4-5 times; followed by smaller thuds. After the first instance we both looked at each other thinking the Flight Attendant (FA) might have dropped something on the floor; but I commented we weren't through 10 yet. We also checked the systems pages for any abnormalities... everything showed normal; and also nothing appeared on the EICAS. We chatted with the FA a bit and she stated she hadn't dropped anything and she heard the noise as well. Several passengers also noted that noise. It happened again and again after passing 10;000 and it occurred more frequently. This all seemed very concerning to us because this was something neither of us had ever encountered. We decided after a few mins that we needed to head back and ATC instructed us to level at FL190. We [advised ATC of situation] because we thought it was the prudent thing to do as we had no idea what was going on with the aircraft. We turned and headed back to [departure airport] with no further interruption. The PF did say he felt smaller vibrations that I could not detect. We also slowed to 220 knots because the thuds seemed to increase in intensity as we went faster. This could have been a coincidence though. No errors noted. There may be things that could be refined a bit though. I did back myself away a bit and took time to analyze the situation. I made my opinions known and we came to a mutual decision to [advise ATC] because of the unknown severity of the problem. I think we handled the situation well as a crew; with the flight attendant included. There are always things we wish we could have done better in hindsight but I feel good with the way the situation was handled by our crew.




Synopsis: EMB-145 First Officer reported experiencing significant aircraft vibration during climb out. The source of the vibration could not be determined and a decision was made to return to the departure airport.
Date: 201208
Local time of day: 1201-1800
Location: MEM.Airport, TN
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: This is a safety of flight issue that needs to be addressed regarding the new procedures on SIDs and STARs. In the aircraft I fly you cannot [program the SID or STAR] without loading the runways for departures and arrivals when you are cleared for them. I fly Garmin; Honeywell; and Collins products and the problem is the same for all of them. For takeoffs; we do not find out the runway we need to load until we have all engines running (a waste of fuel) or; if they change runways; we have to stop taxiing to re-program the FMS. For arrivals; we do not find out the landing runway until we are in the descent mode and should be heads outside; but instead; we are once again programming with our heads down. Look at the new charts and consider the confusion in the cockpit with the large number of intersections and altitude/airspeed requirements. This is not the time to review the procedures and have a busy cockpit with ATC; descent checklist; weather; etc. This is an immediate SAFETY OF FLIGHT issue that must be addressed. There are too many departures/approaches for anyone to become familiar with them and; in MEM; there are procedures that are only for Airline X so why are they in the paper books for the masses? Only Airline X should have them.All crossing restrictions; speed restrictions and frequencies should be in BOLD BLACK on the charts. Most of the General Aviation and Corporate aircraft cannot meet any of the speed restrictions so any improvement you anticipated from these changes has been negated. I feel that the new procedures are a significant SAFETY of FLIGHT [issue].




Synopsis: A C-560XL pilot expressed concern that recent RNAV SIDs and STARs are overly complex and complained that ATC issued them during periods of already high work loads; thus compromising the flight crew's ability to properly program; review; brief; and implement them and still maintain situational awareness with respect to their aircraft's track; performance; and compliance with the restrictions associated with their revised clearance. The reporter cited such procedures at MEM as pertinent examples.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Viking
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Second aircraft: Aeronca Champion
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: Upon taking off; I narrowly missed an aircraft taxiing back on the same runway from the opposite end that I was using. After buying fuel; I was talking with my passenger on the intercom as we taxied for takeoff. We both wore noise canceling headsets. I set the intercom volume for a comfortable level during engine idle.After a runup and positioning on the runway; I advanced the throttle and could no longer hear my passenger due to low intercom volume. Seeing that the runway appeared clear; I proceeded to takeoff. My passenger warned me about an aircraft on the runway but I could not hear him due to the low intercom volume. Neither the other pilot nor I talked on the radio announcing that both of us were using the runway simultaneously.After takeoff my passenger made the comment that I didn't announce my intentions to takeoff; and neither did the other pilot announce that he was using the runway for back taxi from the opposite end. I am reminded that at uncontrolled non-tower airports; the radio is not a requirement; but very helpful indeed in a situation like this. Even so I was not sure that the other airplane had a radio at all; because it was an Aeronca Champ.The other airplane taxiied off the runway onto the grass while I continued to takeoff. It is somewhat difficult to see another aircraft at opposite ends of a long runway. From my view; the other plane must have blended into the background. The view from the pilot's seat out the windshield of the Bellanca is somewhat obscured due to the nose up angle at which the airplane sits on the ground during takeoff roll. Probably the view out the Aeronca is not that great either; since it has a tail wheel. I can't say to install a control tower at all airports; but I could see that this airplane is moved to an airport with a tower. Other than that; be more observant and more careful.




Synopsis: Bellanca pilot reports a take off conflict with an Aeronca back taxiing from the opposite end of the runway. Neither pilot was using their radio and the Aeronca taxiied off the runway to avoid a collision.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just took off...reached 2500 feet and leveled off. Around half way or 3/4 way over [the adjacent] Bay my engine rpm decreased from 2200rpm to 1300rpm. I took controls from students and pitch for Vg. I searched for a field across the bay. I could easily make it to land but there were only trees on the shore. So I turned heading south to line up with the coast and got as close to shore as possible. I [advised] Approach...and I squawked 7700. After my second restart the engine gave me 1800-2000rpm. If I pulled the throttle out an inch or less and push it back in for full throttle the engine would give me 2000-2100rpm. So I consistently was pulling the throttle out an inch and pushing it back in. I made a quick decision to aim for a field that I believed I could make. I headed to the field. I came to the realization I was going to fall short. I deployed my first notch of flaps; 10 degrees to create more lift. As I approached the field I deployed my second notch; 25 degrees. Around 800 ft msl the engine rpm fell to 1300rpm. I knew I had the field made and deployed 3rd notch; 40degrees. I landed on the field and ran through a barbed wire fence. We came to a complete stop just after the fence.




Synopsis: When the power dropped precipitously as they were crossing a bay near their departure airport the instructor and student pilots aboard a PA-28 established best glide speed and nursed the aircraft to a safe landing in a field where their rollout was arrested by a barbed wire fence.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Rain; Snow
Light: Dusk
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Weather; Staffing; Procedure
Primary problem: Procedure

Narrative: Forecast indicated snow storm at time of departure. Maintenance requested crew to have doors closed and ready for de-icing ready one hour prior to departure. Doors were closed on the hour. Twenty five minutes later; contract Maintenance contacted crew regarding commencing of spraying. Fifty five minutes later; deadheading maintenance personnel indicated both de-ice truck were still trouble getting snow off the aircraft. As we'd already calculated our holding time (1 hour); and based on the commencement of anti-icing; I determined the de-ice crew was improperly de-icing and anti-icing the aircraft. Communications with the Contract Ground Maintenance indicated low pressure Type IV fluid was being used to de-ice the aircraft; with poor results. I determined that improper procedures were being utilized. Upon completion of de-icing; contract Ground Maintenance asked me if I was satisfied. I informed that no; I wasn't and we couldn't depart as we'd exceeded our holdover time and hadn't been properly anti-iced with Type IV fluid. I also asked for a new start time with a full spraying of Type IV. I Contract de-icing company was attempting to de-ice the aircraft during the period when it was supposed to be applying anti-ice type IV. Contract Company not on the listed on Company NOTAMS of approved vendors. Maintenance was directed to coordinate the proper application of Type IV fluid; with the correct commencement of timing. Crew made visual checks of all surfaces to ensure they were free of ice/snow/contamination. Provide proper training/certification of vendor and its employees.




Synopsis: A B747-200 Captain required a Contract De-icing Crew to reapply Type IV fluid because the hold-over time expired after extensive application of Type IV to deice the aircraft.
Date: 202108
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On 45 degree in bound to left downwind for Rwy 34 at 7S5 (Independence; OR); getting close to downwind turn. I was at 1;200 feet MSL which is pattern altitude. Made radio call noting distance and intent to turn downwind. A [light aircraft] took off on Rwy 34; turned crosswind; well below pattern altitude; and then started turning downwind right underneath me; still climbing as I was about to turn downwind. I took evasive [action] and turned left to miss him. He continued into the downwind; then base/final for a full stop. I left the pattern northbound and returned back to home base.




Synopsis: Cessna 172 pilot reported an NMAC with another light aircraft in the pattern at 7S5 airport.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Inverter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Distraction; Troubleshooting
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed; General Evacuated; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passengers were loaded and we were waiting for our paperwork when the First Officer and I smelled a light smoke smell. We started to discuss what the smell was and the smoke smell started to get stronger. The First Officer saw a flash Caution panel and after testing the lights we were fairly certain it was one of the inverters. Just then we heard a crack like a circuit breaker popping and sizzling sound and behind the Captain's seat a lot of smoke started to pour out. The smoke was heavy enough that able to be viewed in the cockpit and the ramp people outside said they could see it. I immediately shut down the APU turned off the Main; Aux; and Battery Master switches. I also turned off all the inverter switches. I went back to the cabin and told our Flight Attendant we needed to evacuate because we had to much smoke. I looked out on the ramp and told the Ramp Supervisor we needed every one off the aircraft. She said we could not because a BE1900 with engines running was pushing back beside us. I told her I got smoke and possible fire I need them off and we sent the First Officer down to help her and other ground personnel to lead the passengers over to the fence and once the BE1900 was pushed back lead them over to the terminal and up the steps. I asked the Ramp Supervisor call the Fire Department so they could check it out. The Fire Department arrived shortly after I explained the situation they wanted the battery disconnected. I called Maintenance they sent Maintenance down and no fire was found however the smell of the smoke was still in the cabin. Maintenance looked over the aircraft and then took it to the hangar.


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


Synopsis: During preflight; a DHC-8-100 developed smoke; an electrical odor and a circuit breaker tripped; so the aircraft was evacuated while Airfield Rescue and Firefighters were summoned. Maintenance removed the aircraft from service.
Date: 202003
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: We have a world pandemic and for the last week of flying I have been unable to attain ANY Sani-Com cleaning towels; Purell or other cleaning wipes at ZZZ flight Ops or other airports during my trips. We need these to continue to perform our jobs with confidence and safety. Please address the supplying of these as quickly as possible.




Synopsis: Air Carrier Captain reported being unable to obtain hand sanitizers at base and throughout other company locations.
Date: 201404
Local time of day: 1801-2400
Location: ANC.Airport, AK
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C ANC
ATC / advisory: TRACON A11
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: During a trans-Pacific flight to ANC [while] on approach vectors; we were cleared to descend to 1;600 FT in continuous light to moderate turbulence. I believe the heading was 050 to intercept the LOC to [Runway] 07R. The First Officer was hand flying. I was working the radio; MCP; flaps and FMS selections. Around 2;000 FT we began to go from moderate to severe turbulence. The First Officer inadvertently overshot the altitude to about 1;200 FT. I was distracted from instrument monitoring due to MCP and flap selections. The First Officer also mentioned loss of airspeed; windshear; of approximately 20 KTS. Approach Control drew attention to our altitude as I was about to report the turbulence. The First Officer corrected back to 1;600 FT. I also said we had the airport in sight and accepted the visual approach. The turbulence returned to light to moderate and I gave another PIREP. We landed with no further problems. As typical; everything seemed to happen at the same time.




Synopsis: Moderate to severe turbulence during their approach for landing contributed to a descent below their cleared altitude and an altitude warning from ATC for a B747-400 flight crew.
Date: 201910
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: [Agent] of [company] Operations delayed flight for a late inbound and created a 58 minute turn. Dispatch was not contacted.




Synopsis: Dispatcher reported operations delayed flight without proper notification.
Date: 201905
Local time of day: 0001-0600
Location: D01.TRACON, CO
Aircraft: T6A Texan II / Harvard II (Raytheon)
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was inbound to APA from the southeast. I put him on a 260 heading and descended him to 090 because he was pointed at the 085 MVA. His read back was 090. I noticed him at 078 so I said climb and maintain 090; he did not respond. I issued a low altitude alert and climbed him immediately to 090. This time responded and said he was climbing. He said he had heard 070. I went and listened to it when I went on break and he read back 090. Pilot listening better.




Synopsis: Denver TRACON Controller reported an aircraft reading back the correct altitude but not descending to the correct altitude as assigned.