elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout from Runway 9R and right-hand crosswind turn entry; I noticed a very slight vibration and slight power (75 RPM) loss with a 350 FPM climb. As I looked at the engine instruments and RPM; The  Number 6 CHT line was turning red. I began to push the nose over and continue the turn directly towards the airport. During the turn I leveled off at approximately 850 feet and reduced the throttle as I would be able to glide to 27L and the CHT Gauge was indicating over 650 degrees. I reduced power to approximately 15%  as I felt engine failure may be imminent; due to the vibration and initial power loss. Runway 27L was free of traffic whereupon I advised tower that I am landing on Runway 27L. I landed on 27L without incident; and CHT returned to normal range approximately 5 minutes after power was reduced.




Synopsis: SR20 pilot reported returning to departure airport after noticing vibration and high CHT.
Date: 201812
Local time of day: 0601-1200
Location: MHV.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D MHV; TFR ZZZ
ATC / advisory: TRACON JCF
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Exited Penetrated Airspace
Contributing factors: Procedure; Chart Or Publication; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: On a VFR flight to L71 at 4000 MSL/1300 AGL I contacted MHV (Mojave) Tower from a position approximately 6 miles SSW of that airport for permission to transit their Class C airspace. The Tower Controller inquired if I was aware of a TFR which impacted their facility. I was not; and although I had both ForeFlight fed by ADS-B/in running on an iPad and a GPS with XM weather; both of which display TFRs; neither was showing any. Uncertain what the situation was; I immediately reversed course and on the advice of the Tower Controller contacted Joshua Approach; who also seemed somewhat uncertain about the status of the TFR; but after some consultation with his supervisor advised me he could clear me through to my destination if I could complete the flight within 15 minutes. I could and he did. While I do not believe I initially penetrated the TFR prior to contacting the Tower Controller and was subsequently cleared through it by Joshua; some days later I received a phone call from a friend who in turn had spoken casually with another individual who asked if he knew [my name] flying [aircraft N-number] and said he had noted my ADS-B return inside the TFR. Hence this report. The situation was somewhat unusual as I have come to depend on the 'live' airspace depictions and find them very dependable. I suspect the TFR was somehow not distributed in the same way as normal TFRs. In any case; I will start making it a habit to download a formal briefing.




Synopsis: GA Pilot reported nonstandard TFR dissemination resulting in TFR violation.
Date: 201509
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: IMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on the LOC31 approach into LGA the localizer course was deviating from right to left but within a tolerable amount; once we broke out and saw the runway we were left of course and the CDI started going to full scale deflection both on the right and left sides. We continued the approach as we were visual and had the runway in sight. Had we not had the runway in sight we would have gone missed for sure. Upon landing I asked ATC if anyone else was having problems and they asked [the flight] behind us and they and all the others were able to fly the approach without any problems; we were the only ones who reported any issues. This seems to be a constant problem among the 145. I have filled out [safety] reports in the past for similar issues. I believe that if more people report this problem it can be addressed and a solution to the system malfunction can be addressed.




Synopsis: An EMB-145 First Officer reported localizer course abnormalities were noted on the approach into LGA and stated this is a continuing problem in the fleet.
Date: 201701
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Weather elements / visibility: Icing
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Contributing factors: Weather; Procedure; Human Factors; Equipment / Tooling
Primary problem: Procedure

Narrative: While working Clearance Delivery; I received an Urgent PIREP via Flight Data Input/Output General Information (FDIO GI) message stating: URGENT PIREP...DRO XA30Z 140 BE40 SEV RIME ICING... This was especially important to me to have this information since we have several flights daily going to Durango; CO. My technique would to be not only make a blanket transmission about the PIREP; but also specifically address flights going to that location to advise them and make sure they received the information. The issue is the PIREP was reported at XA30Z. I did not receive this URGENT PIREP until XB50Z. Severe icing can cause an aircraft incident or accident in a matter of moments. It is unacceptable that it takes one hour and twenty minutes to disseminate this information. Better PIREP sharing system. PIREPs should be entered in AISR [Aeronautical Information System Replacement] immediately after receiving the report and should automatically be disseminated to facilities within a specified radius without having to be manually entered again by a Traffic Management Unit; Weather contractor; etc.




Synopsis: PHX Tower Controller reported that the facility received a PIREP for Severe Rime Icing; 80 minutes after it was reported. Reporter complained that it took too long to obtain the information.
Date: 201902
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; pressure controller 1 failed followed by controller 2. We leveled the aircraft off at 12;000 feet. Tried to reset the controllers. Then tried to control the pressure manually. Cabin pressure stabilized at 7;500 and we thought we might have had it under control. We then climbed to 14;000 and the cabin pressure started to climb. We returned to ZZZ. Landing was uneventful.


Second narrative: Departing ZZZ we were climbing through approximately 6;000 feet we received a SYS1 pressurization controller fault ECAM. Just as soon as we were about to address the ECAM; we got another ECAM indicating SYS1&2 failure requiring us to revert to manual control of the pressurization controller and cabin altitude. We immediately leveled off at 12;000 feet (terrain was below us) and the cabin altitude stabilized at 7;600 feet. I was PM and in accordance with the ECAM/FCOM procedure attempted to hold down the manual VS control; but could not get the cabin to descend at all.As we continued northbound we notified Dispatch of our situation and I attempted a phone patch. Due to our low altitude we could not hear each other but they did receive our ACARS messages. We checked en-route MSAs and fuel burn and determined that we could continue to destination at 12;000 feet as need be. We were then notified by ATC that we would be in uncontrolled airspace and out of radar contact if we continued any further north. It was at that point we elected to return to ZZZ for repairs. After making a 180 turn back to ZZZ we asked for and received a hold to burn the fuel necessary to avoid an overweight landing. We landed at ZZZ below max landing weight without further incident.


Synopsis: Air carrier flight crew reported pressurization issues during departure prompting a return to departure airport.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute on a ferry flight; we were descending thru FL400 when we had a dual heading failure. The Captain and First Officer had the 'HDG FAIL' red annunciator on each pilot's PFD HSI. We completed the checklist and declared an emergency. We descended in VFR conditions and landed [without incident].




Synopsis: CE-560XL Captain reported loss of both his and First Officer heading information. Flight declared an emergency and diverted to a nearby airport.
Date: 201411
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: Takeoff / Launch
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While taxiing with a student; I heard the skydiving pilot calling a 2 minutes warning to drop.  When ready to take off; I could see some canopies [parachutes] deploying and some established fully deployed at what I considered to be a safe altitude.  As the student advanced the throttle; I observed a canopy starting to spin down aggressively.  As the student initiated the climb out; this tandem canopy (I clearly saw the 2 people) made an aggressive turn over the runway and dropped right in front of the nose of the airplane close enough to demand a radical maneuver to avoid the imminent collision.  I yanked the controls from my student and banked the airplane some 90 degrees to initiate a right turn away from the canopy while pushing the nose down to avoid a stall 60 feet above the ground.  After the turn; I had to quickly turn back to the runway because I lost track of all the other canopies.  I was able to regain runway centerline and finish the climb out without incident.




Synopsis: An instructor and his student suffered a close encounter with a tandem parachute drop shortly after takeoff.
Date: 202201
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Workload; Time Pressure; Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Software and Automation; Staffing; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Lost both GPS;and both transponders on approach to Denver. Heard four other aircraft have exact same issue. Also had terr pos [warning] on approach. Systems returned on landing.




Synopsis: Air Carrier First Officer reported on final approach to DEN; the loss of GPS and transponder signals. The pilot also stated other aircraft were experiencing the same problems.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; MEL; Procedure
Primary problem: Human Factors

Narrative: [Captain and I] operated from ZZZ to ZZZ1. On this flight we had MEL 29-11-XX; which was for an inoperative hydraulic pump 1B. This MEL required our minimum flight weight to be above 38;500lbs. Our flight load for this particular flight was extremely light with 3 Pax; 1 [standard] bag; 0 Heavy bags; 1 plane side bag and 300 lbs of ballast. Along with excess fuel to help our weight we landed roughly at 38;900 pounds; giving us only 400 pounds of useable fuel on the plane; not enough for the 45 minute reserve buffer; planned at 2099lbs; legally required under IFR.This was my first time experiencing this MEL and I saw the extra fuel for the MEL on the release and after considering the light passenger load both myself and the Captain concluded that we were going to be close to our minimum flight weight upon landing so he asked the fueler to add 300lbs of fuel and 300lbs of ballast to help pad our landing weight; but at the time we both failed to consider the reserve fuel and it was not until I mentioned at a later date that we would have been below our flight weight if we had to go around. At this point he realized we did not have our proper reserve fuel. We had plenty of fuel in the tank but we would have not been in compliance with the new limitation in place set by the MEL.Possibly more awareness on the flight plan of low passenger flights in conjunction for this MEL or a separate fuel column on the release when the fuel is to be used as weight so the crew can consider the fuel as unusable.




Synopsis: CRJ200 First Officer reported landing below minimum fuel requirements.
Date: 201812
Location: TUS.TRACON, AZ
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON TUS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Procedure

Narrative: Night VMC. We had been cleared to descend to 10;000 feet by TUS Approach. Just as we were leveling at 10;000 feet (had ALT*) we got a GPWS 'Terrain terrain; pull up'. I was hand flying at the moment with the auto thrust off. We were over terrain but could see the city in front of us but not good enough to see what was below us. I immediately executed the procedure pulling the nose up and going to go around thrust. Our airspeed was still high so the aircraft still had a lot of energy. The warning immediately stopped. I smoothly leveled at about 11;500 feet. We queried ATC. They said their minimum vectoring altitude for our area was 9900 feet. We were subsequently cleared to descend to 7000 feet as we were over the city by this time. There was no other traffic in the area.


Second narrative: At 14;000 feet over SSAND and 330KIAS. Approach gave us a vector of 270 and a descent to 10;000 feet for a landing on Runway 11L. While leveling at 10;000 feet we received a Terrain Warning directing us to pull up. FO (First Officer) accomplished the escape maneuver and I notified Approach. Approach responded that his floor for that area was 9;900 feet MSA according to the approach chart is 10;700 feet from the direction we were coming from.


Synopsis: A319 flight crew reported climbing in response to a GPWS terrain warning on a night visual approach.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Snow; 0.5
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 135
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While being deiced the deice truck struck the left side of the horizontal stabilizer. The parking brake was set. As a flight crew; there is nothing we could have done to prevent this.




Synopsis: CE750 pilot reports being struck by the deice truck during deicing operations.
Date: 201708
Local time of day: 1201-1800
Location: SAN.Airport, CA
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 SAN
ATC / advisory: Tower SAN
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was on a high 2 mile to a mile and a half final. Aircraft X broke out of the clouds at 1700 ft. At that point I realized that Aircraft X was not going to make the descent and sent Aircraft X around; and I issued Aircraft X a 275 heading and to climb to 2500 feet. Prior to me issuing the go around; Aircraft Y was on departure roll and on a diverging course (PADRZ departure). In my opinion the distance between Aircraft X and Aircraft Y was no factor for each other. As Aircraft X started their climb; Aircraft Y increased their speed and they over took Aircraft X. When I noticed the overtake; I had Aircraft Y stop their climb at 1500 feet to provided positive separation until Aircraft Y was established on their SID and diverging. Once divergence was established; I instructed Aircraft Y to continue their climb to 15000 and switched both aircraft to departure control. By me stopping the climb of Aircraft Y at 1500 feet; Aircraft Y was below the MVA for the area he was in which is 1900ft. When I first noticed Aircraft X was not going to make the approach; I should of turned Aircraft X to a 250 heading coordinated with the adjacent airport (NZY) and established diverging course further out and much sooner.




Synopsis: SAN Tower Controller reported sending an aircraft around; which then caused the controller to stop a departure below the Minimum Vectoring Altitude to maintain separation between the two aircraft.