elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying; Relief Pilot
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff gear selected up. Heard a bang; and then got EICAS messages gear disagree and gear door. We noticed nose gear was not indicating retracted. We ran 'gear disagree' checklist; per QRH. Ran 'gear door' checklist per QRH; up thru step 6. At step 4 when gear handle selected down heard a very loud bang. We stopped checklist there because we were afraid to raise gear as checklist directed; because of concern gear may not come back down. Also noticed vibration on number 2 engine of N1 2.5-4.5. Dumped fuel according to QRH; declared an emergency; and returned for landing. Landing uneventful.


Second narrative: After takeoff gear selected up. Heard a bang and got a gear disagree EICAS 'gear door' EICAS. We noticed that the gear was not retracted. We ran gear door and gear disagree checklist as per QRH up to step 6. At step 4 when gear handle selected down; heard a loud bang. We then decided not to raise the gear as per the checklist due to concerns about damage to the nose gear doors. Also noticed a higher than normal vibration on Engine #2. We then dumped fuel; declared an emergency; returned uneventfully.


Synopsis: B747 flight crew experiences a loud bang from the nose gear area when the landing gear is selected up. EICAS landing gear disagree and gear door disagree messages were displayed. When the gear is selected down in compliance with QRH procedures another loud bang is heard and vibration is noted on the number two engine. The crew elects to discontinue QRH procedures and return to the departure airport.
Date: 201206
Local time of day: 1201-1800
Location: HTO.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other After the fact
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Human Factors
Primary problem: Ambiguous

Narrative: I landed at HTO without communicating with the temporary Tower. Communicated over the published CTAF frequency; but there was a temporary Tower in effect in Class G airspace. I had called Flight Service for weather but didn't mention HTO; which was an unplanned fuel stop. I checked NOTAMs on DUATS; it did not mention the temporary Tower. I had called HTO to inquire about fuel; they didn't mention the temporary Tower. I used flight following with Providence Approach who released me five miles from the airport with 'no traffic observed between me and the field; squawk VFR; and have a nice day'. They did not advise of the Tower. Recommendations for improved safety: 1. Let approach controllers know they should advise pilots of new temporary Tower. 2. Temporary Tower should monitor CTAF for aircraft broadcasting on that frequency.




Synopsis: A DA-40 pilot making an unplanned fuel stop at HTO; landed without a clearance. He was unaware of the presence of a temporary Control Tower.
Date: 201511
Local time of day: 1201-1800
Location: AVL.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landing RWY 34 at AVL. The glide slope was out of service. Day VMC with good visibility. I entered a visual approach in the FMS. I set 3700 ft (1500 AFL) at the 5 mile fix. That corresponds with the FAF on the ILS which is 3.7 miles with a 3700ft crossing altitude. The GPWS called 'terrain' as we approached the fix and then 'pull up'. I climbed a few hundred feet. Terrain was always in sight and we were clear. Next time; I'll intercept the final farther out and higher.


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


Synopsis: CRJ-200 flight crew reported receiving a GPWS 'Terrain' warning on a visual approach to Runway 34 in AVL.
Date: 201512
Local time of day: 0601-1200
Location: DCA.Airport, DC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We exceeded an aircraft fuel limitation. The max imbalance of the two main tanks is 1000 pounds. We exceeded the 1000 pounds. The 737 has 2 pumps in each of the 3 tanks. We had a MEL item where the one of the pumps in the left main tank was inop. On climb out we got a light telling us that the two main wing tanks were out of balance. We pulled out the checklist and went to the procedure to correct the situation. While working on this we discovered that the center tank also had a pump that had failed. So we now had 2 fuel pumps that were inop. We ran the checklist for an inoperative fuel pump in addition to the IMBAL fuel checklist. We were able to get the two main tanks back to within the limitation and ultimately we were able to balance the fuel completely.To avoid this in the future we need to pay better attention to the fuel balance. Especially when there is an inoperative fuel pump. It happened on climb out so knowing that it can happen kind of quick is good to keep in mind.




Synopsis: B737-800 pilot reported exceeding maximum fuel imbalance limit when they were dispatched with a boost pump inoperative and a second boost pump failed during climb out.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: EC130
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuselage
Reporter organization: Other OEM
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft Inspection Over Flight was found during a records review prior to delivery to the new owner in July 2015. Inspection Eurocopter EC130 Emergency Alert Service Bulletin (EASB) 05A020 Paragraph-3; was overflown by 1.0 hours; inspection was due at 12.2 Airframe (Aircraft) Total Time (ACTT) and was completed at 13.2 ACTT. I was unaware of the inspection being due at 12.2 hours in April 2015 and performed an induction flight at the completion center. Aircraft was found to be airworthy by A&P Mechanic prior to flight on [same] day in April 2015. Airworthiness Directive (AD) Inspection was completed in June 2015 at 13.2 ACTT with no cracks noted with next inspection due 23.2 ACTT.




Synopsis: Pilot was informed he had flown a Eurocopter EC-130T2 helicopter one hour beyond a required Emergency Alert Service Bulletin (EASB) Airframe crack inspection requirement.
Date: 201412
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was proceeding direct to the FREEE intersection at 100 and converging with Aircraft Y a VFR at 095. I called traffic for both aircraft (VFR eventually had Aircraft X in sight before the RA) and when Aircraft X approached Aircraft Y they responded to an RA that they received on the VFR and climbed. Aircraft X informed me they were showing only 300 feet between the two. I looked at my radar and it showed the VFR at 096 and Aircraft X at 099. This is normal to see when you have an interim altitude in the data block to see an aircraft indicating a 100 feet below. Aircraft X pilot asked me to have the VFR to check his altimeter setting which I did and to verify level at 095. I don't believe I got a response as I moved on to other clearances. Aircraft X reported clear and descended back to 100 and was handed off to approach control. A few minutes later I noticed the VFR altitude at 096 again and I asked to verify at 095 and the pilot confirmed.  After landing Aircraft X pilot called and spoke to supervisor as a courtesy call and stated they showed the VFR at 097 when responding to the RA and thought I could have been a little more proactive. They said they asked me to confirm VFR altimeter setting and that I never did it. I did do that and they must have missed it on the frequency.I don't have any recommendations for this event. I called traffic a few times for these aircraft and the VFR had the Aircraft X in sight.




Synopsis: ZNY Controller reported having two aircraft; one VFR; one IFR and the IFR pilot receives an RA on the VFR aircraft which has him in sight. Pilot calls facility to complain that the controller didn't do a good enough job.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Other 141
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ; Class G ZZZ
Second aircraft: A-1 Husky
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Student and I turned left crosswind and then left downwind to Runway XX at ZZZ at pattern altitude following a go-around from Runway XX. At the same time; we observe Aircraft Y on our ADS-B about 500 ft. above pattern altitude; crossing over the airport from east to west; assuming he was planning to maneuver to enter the traffic pattern via 45 entry. Once established on downwind we saw the traffic begin to descend; so I called over the radio to alert the pilot that we were already on downwind if he was planning to turn downwind. I could not hear his response but as I lost sight of him overhead us; our ADS-B showed him beginning a turn onto downwind and continued descent. I immediately descended and turned left base as soon as possible to create additional space - I did not want to turn right as he was only 100 ft. above us and slightly to the right based on ADS-B. Once I had sufficient space; I performed a go-around and completed another traffic pattern to land. If I had realized the traffic was closing on our position earlier; I would have turned away from the airport immediately and re-entered the pattern. But from our relative positions I am not sure this was possible.




Synopsis: PA-44 flight Instructor reported an NMAC occurred while turning downwind in the traffic pattern when another aircraft entered the pattern on downwind and descended overhead the instructor's aircraft. The Flight Instructor descended immediately and performed a go-around to a landing.
Date: 202007
Local time of day: 0601-1200
Location: ATL.Tower, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: B717 (Formerly MD-95)
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Normal takeoff closely behind 717. Gear up; Speed mode; Nav Mode; Autopilot on; at 600 ft. Wake turbulence from 717 caused a bit of left wing dip as Autopilot engaged and FMS 1 crossed the fence and captured. Aircraft continued on white needles and no perceived deviation from flight path indicated. ATC (Tower) queried if we were in the right turn to GRITZ which I confirmed. They seemed concerned; however everything in the cockpit indicated on flight path which was verified several times. Writing report due to concern by Tower. [Cause was] Wake turbulence from 717.




Synopsis: CRJ-900 First Officer reported encountering wake turbulence on departure.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Procedure; Weather; Aircraft
Primary problem: Ambiguous

Narrative: On initial descent from FL350; #2 throttle was frozen at 83% N1.  We continued descent to lower altitude (4000) and warmer temperature and held for 25 minutes to possibly free up throttle.  Decided on a precautionary shutdown and accomplished QRH procedures for engine shut down in flight. An emergency was declared and a coupled autoland ILS approach was flown to an uneventful landing. It is suspected that water from thunderstorms during loading froze #2 throttle cable at cruise.


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


Synopsis: MCD widebody cargo flight crew experiences a frozen number two thrust lever when commencing descent from FL350. After holding at 4000 feet for 25 minutes in hopes of a thaw; the engine is shut down and a two engine approach and landing ensues. Ice from water deposited by a thunderstorm during loading is thought to be the cause.
Date: 201712
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ATL
ATC / advisory: Center ZTL
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Staffing; Weather
Primary problem: Staffing

Narrative: Training was taking place at the South Departure sector. Mid-afternoon; the sector was closed and combined with Macon High to allow the training team to debrief before their end of shift. I believe staffing was a factor in the decision to combine sectors. Due to weather south of Atlanta; all departures were deviating towards sector R09 airspace. The R22 controller became extremely busy dealing with the deviations; I was moved from a D-side to reopen South Departure sector. Due to the workload at R22; it took a while before I was able to assume the R21 airspace.When I finally did assume the airspace and frequencies; there was some confusion about which aircraft were on the Macon High frequency and which ones were on the South Departure frequency. While in the process of trying to sort that out; the departures continued to come from ATL; and [the departures] were deviating southwest on about a 210 heading. Aircraft X needed further to the west; [it] was stopped at 17000 feet; and a handoff to sector 09 was attempted. I called the sector and offered to turn Aircraft X; but they said no; they would take the handoff. Aircraft X did get within the protected airspace of 09 prior to acceptance off the handoff; thus causing an airspace violation. I believe that [the] opening and closing sectors for short periods can cause an unsafe situation and [it] contributed to this event. South departure should not have been combined with Macon High due to the complexity resulting from deviating traffic. I would like to see limited use of combing sectors as a tool to compensate for lack of staffing.




Synopsis: ZTL ARTCC Controller reported that the combination of control positions during complex phases; and the need to compensate for inadequate staffing; were the primary factors that led to an airspace violation.
Date: 201606
Local time of day: 1801-2400
Location: MMMX.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter FOD; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Airport
Primary problem: Airport

Narrative: While parked on taxiway C short of taxiway B intersection; no. 1 engine at idle; APU running; no. 2 engine shut down; a Mylar balloon suddenly appeared floating across the nose of the airplane; floated past the CA windows and moments later a pop was heard and the no. 1 engine instruments decreased and then the eng fail message appeared on the MFD. The engine start lever was placed in the cutoff position. I commanded the start of the no. 2 engine. We reviewed the engine failure QRH. We taxied to the gate uneventfully.




Synopsis: B737 Captain reported #1 engine fail message appeared after ingesting a Mylar balloon on a taxiway in MMMX.
Date: 201305
Local time of day: 1801-2400
Location: HFD.Airport, CT
Flight conditions: VMC
Light: Night
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D HFD
ATC / advisory: TRACON BDL
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: End of day five hour flight to HFD; night approach approximately 1 hour after sunset. Calm weather; CAVU VFR conditions. I was cleared for the visual approach to HFD Runway 20. I flew to what I thought was a base leg. Things look different at night; and I flew too far north of the field; losing visual contact with the field in behind the buildings and lights of the City of Hartford. While trying to correct and configure for landings; I descended to approximately 800 FT MSL. Hartford Tower called to confirm that I had field in sight. I reported affirmative. Hartford then called Bradley Approach; 'because they may be concerned; I'll check in for you;'(or words to that effect.) Hartford Tower confirmed that Bradley had a 'low altitude' alarm on my aircraft and Tower said that the flight was OK and cleared for landing. I proceeded to land without further incident. Contributing factors: 1) Fatigue at end of day; with five hour flight after a day of meetings. 2) Complacency about the approach; since I believed I knew the field well. Corrective measures: 1) More night flying practice with an instructor. 2) Change night operations SOP to include over flight of field at pattern altitude on order to join downwind; base; and final without losing sight of the field.




Synopsis: BE36 pilot is advised to check altitude during a night visual approach to Runway 20 at HFD. The reporter had descended to 800 FT MSL several miles to the northwest of the field.