elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 1801-2400
Location: CBF.Airport, NE
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Climb
Airspace: Class E CBF
ATC / advisory: TRACON R90
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The pilot called for an IFR clearance while on the ground at CBF. The frequency used was 124.5; which is a problem for aircraft on the ground. Sometimes we can hear the aircraft; and sometimes we cannot or lose them partially thru the clearance. The aircraft was given a clearance with a hold for release instruction. We did not initially receive a response. The Controller then asked if the aircraft copied; and when they un-keyed; they had blocked part of the transmission from the pilot; which only included an altitude read back and was asking about the transponder code. Controller then tried to verify more information twice and did not receive a response. On the third try the pilot stated that they copied and that they were airborne. No separation was lost; but aircraft departed unexpectedly. We never had a good read back from the pilot and never heard the aircraft reply back with hold for release nor was the aircraft released for IFR departure. There needs to be an RTR frequency on the ground at CBF. This is a very busy uncontrolled airport 6 miles from OMA; and 1 mile from the surface area; and underneath the Class C airspace. This happens on a daily basis; we lose contact with aircraft on the ground. This time it was not a safety situation; but there is a definite possibility of it being one.




Synopsis: R90 Controller voiced concern regarding the radio coverage at CBF; suggesting that RTR frequency equipment be installed at CBF; a busy non-towered airport.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Needed to precaution engine shut down after take off. Told ATC to standby; shut down engine; had traffic insight. Advised ATC as soon as aircraft and engine was secure had traffic. Single engine land was normal.




Synopsis: At 1;500 feet after departure; a King Air 200 pilot did a precautionary engine shutdown while dealing with nearby traffic and ATC communications.
Date: 201907
Local time of day: 1201-1800
Location: JHW.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: Small Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON BUF
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching JHW; we were assigned to cross OYNEM intersection at 4000'; then afterwards we were cleared for the (RNAV/GPS 25) approach. Also; we were notified of traffic at our 12 o'clock; 500' above us and descending. Just prior to crossing OYNEM; we broke out of the clouds and began looking for traffic; as well as descending to 3800'. The traffic continued towards us and descended. Within a moment; the TCAS advised us to descend. I disconnected the autopilot and began a descent. Within seconds; we both saw the light single a few hundred feet above us in a turn to his left. We advised Buffalo of the RA and continued the approach and landed uneventfully.Onboard safety systems (TCAS) advised us of conflicting traffic.I disconnected the autopilot and began a descent; at least 200 feet below my next minimum altitude of 3800'.As a crew; I believe we functioned correctly; both in identifying the conflicting traffic and the subsequent compliance with the TCAS RA. We were on an IFR flight plan near messy thunderstorms; so I can't conclude what the traffic was doing at that exact location. [Aircraft Y] did not appear to be on an IFR flight plan. TCAS is the valuable solution here and we'll continue to utilize this onboard tool.




Synopsis: Fractional Captain reported an NMAC occurred on arrival into JHW.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying at 12;000 FT had roughness of engine; contacted ATC requested descent to nearest large airport. Got vectored to ZZZ. At 6;000 FT low oil pressure and engine shaking badly feathered prop while still able and landed without incident at ZZZ.




Synopsis: C421 pilot experiences engine roughness at 12;000 FT and requests vectors to a suitable airport. At 6;000 FT low oil pressure is indicated and with the engine shaking badly it is shut down. A safe landing ensues.
Date: 201501
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Night
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I'm working Downey sector which handles LAX arrivals RWY 25L.  I also work arrivals into HHR.  I had Aircraft X on a 070 heading south of the RWY 25 localizer for HHR.  Aircraft X was level at 3;000 and I descended him down to 1;600 when he entered my airspace.  LGB Tower called and asked me for a release for Aircraft Y to HHR.  I released the aircraft with the intent to sequence Aircraft Y behind Aircraft X.  LGB Tower says over the shout line; 'I'm trying to get Aircraft Y to tag up on his beacon code;' and then hangs up the shout line. Seconds later; Aircraft Y tags up on the scope; in my airspace; exactly 3.00NM and 500' FT from Aircraft X on a converging course.  The very next sweep the separation was 2.94NM and 300' FT; and I was still not talking to Aircraft Y.  I immediately turn Aircraft X on a 270 heading.  I key up the shout line and tell LGB Tower to switch me Aircraft Y because he is in my airspace and I need to turn him to avoid collision with Aircraft X. When Aircraft Y checks in I climb him to 3;000 and turn him right to 070.  I cleared Aircraft X for his localizer RWY25 approach to HHR from his 270 heading.  I boxed Aircraft Y around and cleared him for the visual approach into HHR.The only thing that I could have done is protect myself from the possibility that an IFR aircraft was going to be in my airspace without a transponder; and not in communication with me.  I fully intended to turn Aircraft Y behind Aircraft X for sequencing to HHR.




Synopsis: SCT Controller describes a loss of separation between a HHR arrival and a LGB departure.
Date: 201910
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I left a personal item on the flight deck that the following crew thought may have been a security threat. We landed and parked the aircraft without incident. We departed the aircraft to change planes for our next flight. While standing at the outbound gate; the Gate Agent said there was someone on the phone asking for me. When I answered the phone; it was the Captain who was taking the aircraft we had just deplaned. He asked me if I was missing the battery pack for my noise canceling headset. I do have a noise canceling headset that uses an external battery pack; but I was unsure if I missing mine or not. So I replied it was probably mine and I would return to [the] gate to sort it out as we were still waiting for our aircraft to arrive.When I arrived at the gate; the outbound crew; the Ground Security Coordinator; and myself spoke briefly in the jet bridge. I was able to identify the battery pack as mine. I then learned that it had not been discovered until close to departure time and it caused a delay trying to identify what it was; who it belonged to; and if it was a threat the safety of the flight. After I was able to identify the battery pack as mine and I just plain forgot it on the plane. It was deemed not to be a threat and the flight departed 16 minutes late.




Synopsis: B737 NG First Officer reported leaving a battery pack on an aircraft which caused a security incident with the incoming crew.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Called station twice to have 15 bags with Hazmat. With Hazmat; 13 bags; 4 Q-packs. Asked station to move 6 bags from Pit 4 to Pit 5 with Hazmat. Ramp Supervisor audit for arrival and 6 bags never moved from Pit 4 and Hazmat was not secure with 15 bags.




Synopsis: Air carrier Load Planner reported requesting Ramp Lead to move additional bags in order meet the minimum bags to configure Hazmat for air transport. Destination offload audit disclosed Hazmat did not have minimum bags required to secure it.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuselage Tail Cone
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After having taken an X week break for Coronavirus; I was doing a currency flight with my student. Student had performed well on all other tasks. We came in for landing and did a few normal touch and goes before practicing short fields. During one of the short field landings; the student was holding the plane in the flare and we struck the tail on the ground. We noticed it after the flight due to the bent skid plate. The plane was immediately taken for a maintenance inspection.




Synopsis: Instructor pilot reported that while flying with a student they struck the ground with the tail of the aircraft during landing.
Date: 201301
Location: ZZZZ.Airport, FO
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Passenger
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure; Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: I am a deadheading Flight Attendant on board in a passenger seat. There was a sick passenger who threw-up in the Aft Galley (Economy). Working flight attendants cleaned up the bio-hazard/bodily fluids. Cleaners came on board with buckets of liquid (?) cleaning materials and scrubbed the galley down. Flight delayed 3 hours. Sick Passenger was subsequently de-boarded. There is an outbreak of Norovirus in the country of departure at the moment and my concern is that we (passengers and crew) were exposed to a possible viral epidemic. The working crew was asked by the Captain to voice out their concern to him; however the Captain also mentioned that even if the crew refused to work the flight he will still take the plane back to his domestic domicile (maybe with a replacement crew). The deadheading flight attendants were not party to the full conversation between the Captain and his working crew. We have a total of 12 deadheading flight attendants and we were not asked whether we feel comfortable about going on the flight. Did someone at the station follow-up on the condition of the sick passenger to find out exactly what was wrong with him and what exactly were we exposed to? The cleansers walked in and out of the aircraft passing through the left aisle with a plane load of passengers carrying bio-hazard materials and buckets with used liquids and mops that were used to clean the bodily fluids. Is that even up to the standard required for clean-up of bio-hazards? The contaminants were paraded through the left aisle from the aft galley to door 2L by the cleaners. Would appreciate if this matter can be looked into and appropriate measures be taken to have the flight attendants exposed taken care of and set rules be in place for future reference to avoid similar occurrence from taking place.




Synopsis: A wide body aircraft coach passenger became ill and expelled gastrointestinal fluid in the aft galley which was subsequently cleaned up and the passenger reboarded. The flight attendant crew was concerned about exposure to a Norovirus outbreak in the country of departure.
Date: 201908
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff beginning at approximately 100 knots; PM [Pilot Monitoring] noted quickly increasing abnormal sound on left side of aircraft that was unidentifiable but significant enough to warrant a rejected takeoff well below V1. Advised ATC of action and taxied clear of runway on taxiway A. Consulted with OPS to determine brake cooling time based on a conservative estimate of reject speed that accounted for delay in recognizing and executing RTO. OPS returned a cooling time value of 44 minutes. ATC accommodated our request to hold at a parking location on taxiway C short of Runway XX to attend to operational needs. All PAX [passengers] and FA [Flight Attendants] announcements were made accordingly. Relief Officer phoned company [Operations] and Maintenance Control advised a gate return for inspections. ATC taxi clearance was taxiway C; Runway XX; Taxiway A; then Stand X. After turning onto runway; aircraft control showed asymmetry and higher than normal thrust to move aircraft; followed by instability from wheels. ATC said smoke coming from left main landing gear. Called for airport service vehicles to meet airplane; then immediately advised of fire from left main gear. Fire rescue dispatched; evacuation commanded; and all PAX and crew exited aircraft right. Undetermined as of this report. Unable to isolate source of sound that prompted RTO. Checked left window which was secure. No fire or thermal issues of note on right main landing gear; only left. No brake temp monitoring available on this aircraft.




Synopsis: Captain reported that at 100 KIAS on Takeoff Roll; an abnormal sound was heard; causing a Rejected Takeoff and a return to gate for maintenance; during which ATC reported smoke from left main landing gear and crew noted instability in wheels causing an evacuation of aircraft.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Service/Access Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Procedure; Aircraft
Primary problem: Ambiguous

Narrative: I arrived at the outbound aircraft with a write up in the logbook for a loose right service door handle. After taking the handle apart and tightening all bolts the mechanic stated problem was internal; door was unsafe; and he was getting pressure to sign it off as good to go. He said he didn't think the door was safe and wasn't going to do it; and a supervisor will be out to talk to me. Supervisor arrived and stated [that the] door has a history; needs an adjustment; and thought it would be safe for flight. I said it probably is [safe] because pressurization would hold it closed; but isn't safe for taxi and I wanted it fixed or I was refusing the aircraft. He left with the logbook and several minutes later I heard it was out of service because Captain refused aircraft. They chose not to fix it; I didn't just randomly refuse an aircraft. I went on the recommendation of the certified mechanic who actually did the work on the door; and refused to sign off on the door. I was also never given the opportunity to place a refusal write up in the log to notify follow on crews.




Synopsis: B737 Captain arrives at the aircraft to find a Mechanic working on the right service door handle which is reported to be loose. The Mechanic believes the problem is internal and cannot be quickly corrected. A supervisor believes it will be OK and is willing to sign the logbook; but the Captain does not think so and refuses the aircraft.
Date: 202104
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E MIA
ATC / advisory: TRACON MIA
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Time Pressure; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Arriving to OPF on the WAVUN5 [arrival] and leveled off at 6;000 feet a Cessna 182 0r 206 came out of nowhere from a small cloud opposite direction cleared our airplane by a 100 to 150 feet.  We reported it to Miami Center and Miami Approach.




Synopsis: GA pilot on arrival to OPF Airport reported another aircraft appeared from behind a small cloud resulting in an NMAC.