elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While performing touch and go's in the pattern; [I] was directed by ATC to maintain 1;100 feet pattern altitude. On one departure off Runway XX I was directed by ATC to extend my upwind 1 mile before starting crosswind turn. I complied with this ATC instruction. After I started my right turn for the right downwind leg; a Cessna departing Runway XX behind me turned crosswind and had a vector that appeared to be a collision course with me. My ADSB alerted to me to this traffic conflict as well as my Safety Pilot who is also a certified pilot. A few seconds later; the ADSB traffic conflict did not go away; and I had a visual of the conflicting traffic. I heard ATC ask the Cessna if they had me in sight; and the Cessna did not immediately respond. The Cessna continued to appear larger in size; so to avoid a potential collision; I climbed in altitude to 1;500 feet. I estimated the Cessna came within 500 feet of me. As I climbed to safety; I alerted ATC that I was climbing for a traffic conflict; the Cessna who turned into my flight path and was a threat to me. ATC advised me to just maintain VFR and at that point I heard the Cessna tell ATC they just got positive ID of me. This was after I made my escape maneuver. Continued on downwind at 1;500 feet and when ATC had the Cessna behind me maneuver to leave enough space for me to descend back to 1;100 feet; ATC advised me to descend back to pattern altitude then cleared me for touch and go. No other conflicts after this one. It can't be overstated that ADSB was a life saver today. ADSB is what first tipped me off about the conflicting traffic as well as its potential collision course.




Synopsis: PA-28 pilot reported an NMAC in the traffic pattern when the trailing departure pilot turned an early crosswind.
Date: 201704
Local time of day: 1201-1800
Location: HAF.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E HAF
ATC / advisory: CTAF HAF; TRACON NCT
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airport; Airspace Structure; Chart Or Publication; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: We were shooting an RNAV approach. The ceilings were 4000 feet overcast the entire area with multiple layers to 2000 feet in the vicinity of the approach. TRACON aborted our first approach while IMC due to traffic loitering in the final approach path. This was also shown on our traffic display. On our second approach; TRACON switched us to CTAF as soon as we intercepted the glidepath since the traffic appeared to be moving away and encouraged us to make contact with the traffic. Unfortunately; multiple position reports on CTAF generated no response. After passing the Final Approach fix; our traffic display indicated that the traffic had reversed course. Now we were IMC and below TRACON radio reception altitude. Since we were beginning to see the ground; I dipped 200 feet below the glidepath and broke out at 2000 feet with the conflicting traffic at our altitude skimming the overcast layer at 11 o'clock off our left wing; initiating a turn back across the final approach path. Now VMC; we deviated north; accelerated our descent; attempted unsuccessfully to make radio contact; and landed. In retrospect; when the traffic reversed course we should have aborted the approach again. But without our traffic display; we would have had a very close miss or worse.The root issue is an aircraft ignoring VFR flight restrictions and not being on CTAF. Unfortunately; this is a common issue in the vicinity of this airport. Contributing factors include very poor radar and radio coverage directly adjacent to the Class B surface area. ADS-B will presumably help with radar coverage problems. But I wish that TRACON actually used and monitored a frequency for approaches into the airport. From speaking with TRACON they have a frequency that works fine but apparently is connected to the 'wrong' desk. This should be fixed.




Synopsis: DA40 pilot reported a near miss with a VFR aircraft not on CTAF frequency while conducting an RNAV approach to HAF airport.
Date: 201512
Local time of day: 0601-1200
Location: ORD.Airport, IL
Weather elements / visibility: Icing; Snow
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [We] encountered uncommanded swerving during the high speed regime of takeoff. Around 110kts; 24kts below V1; the plane experienced a higher than normal vibration possibly in the nose wheel and a sudden swerve to the right. I was pilot flying and called the abort. During the deceleration; control was regained and kept the plane returned to centerline. The procedure was performed as briefed and as previously practiced in the sim by complying with the immediate action items. Once stopped; we ran all appropriate checklists; coordinated with the cabin crew; and established a plan of action. The decision was made to not attempt to taxi with snow and ice covering taxiways. We requested to remain on the runway until a tug could pull our aircraft back to a gate. O'Hare Tower; Maintenance; Dispatch; Cabin crew and passengers were all kept in the loop and aware of the plan of action. It took about 40 minutes for a tug to hook up to the plane. We gate returned and had all luggage reloaded to a new aircraft that was available to use as a swap. The flight continued with the new aircraft with no other abnormal occurrences.There was winter weather affecting operations. O'Hare tower when clearing us for takeoff requested [us to] expedite due to spacing with a landing aircraft on 28C. Other than the uncommanded swerving; there were no other signs of any mechanical issues that were obvious to the pilots. The swerving could have been caused by wake turbulence from the aircraft landing 28C. Unsure of the cause; I opted to be tugged back to the gate rather than taxi with snow and ice on taxiways.




Synopsis: EMB-145LR Captain reported the aircraft swerved suddenly during the takeoff roll possibly due to wake turbulence from a landing aircraft on an adjacent runway.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exhaust Pipe
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had a partial engine failure in the cruise portion of my flight. I declared an emergency and proceeded to the enroute airport at 11;000 FT then circled down. Upon landing I found the likely suspect being an exhaust pipe that had come partially loose from its normal position; however I have not yet had a mechanic confirm that is the problem.




Synopsis: A PA-32-350 pilot made a precautionary land after loosing power because an exhaust pipe apparently became partially separated from the engine.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 55
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Level at FL400 for twenty minutes going west bound we lost cabin pressurization. We heard a loud noise in the cabin area and almost at the same time I felt something in my ears; I looked at the cabin controller and noticed an excessively fast rising cabin. I immediately started the emergency descent and told my copilot to put on his mask and notify center of our emergency. He changed the transponder to 7700 and communicated with Center. We completed the emergency descent checklist and got down to a safe altitude within three minutes making sure our passenger was safe and aware of our situation. On the way down the cabin never seemed to go above 10;000 feet so I was able to communicate with our passenger quite easily. After stabilizing the plane into the descent; and completing the checklist I looked back at our cabin and noticed that the cabin O2 mask did not drop after I had turn knob.Once down to a safe altitude we were able to trouble shoot the cabin pressurization and found that we could stabilize it at approximately 6;700 feet while cruising at 17;000 feet. With VFR weather and enough fuel we continued the flight to our filed destination without further problems.




Synopsis: Learjet 55 flight crew reported losing cabin pressurization at FL400; but because of a rapid crew response the cabin did not exceed 10;000 feet. When finally stabilized the cabin maintained 6;700 feet at 17;000 foot cruise. The passenger O2 masks did not deploy even though manually activated.
Date: 202108
Location: ZZZ.TRACON, US
Weather elements / visibility: Haze / Smoke; 7
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Human Factors

Narrative: Smokey day; still decent horizontal visibility but milky white sky. We were on flight following flying east and saw another traffic (not with flight following) on traffic system flying parallel to us on our left; also eastbound. We wanted to turn north; so we decided to make a right 270 degrees to the north in order to pass well behind that traffic. But just as we finished the turn; we realized traffic had turned right and was coming towards us. Out of the haze there appeared to be a Mooney like aircraft. It's bank; color; and convergence angle blended perfectly with the white haze. Even though traffic system said they were 500 feet above; it looked closer than that so I began a rapid descent and was soon clear of conflict. ZZZ was busy and didn't give the traffic alert until just before I saw them out of the haze. Conclusion: Be very careful of traffic during wildfire smoke; especially white aircraft on converging course; expect the unexpected when it comes to movement of other traffic; don't rely on ATC advisories.




Synopsis: Instructor Pilot reported taking evasive action to avoid an aircraft that was obscured by weather.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: The ramp must secure all dangerous goods [with] 15 bags.




Synopsis: Air carrier ramp personnel reported Dangerous Goods air transport configuration procedures.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Sometime after the 80 KTS callout by the First Officer; we received a BRK RH and BRK LH FAULT lights on EICAS panel. At about the same time I noticed I had a difficult time keeping the aircraft on centerline. The aircraft veered left and right. It almost felt like the brakes were grabbing with no input from me; the pilot flying. The winds had been strong all day and I had applied crosswind techniques to counter the effects but this time it just felt very abnormal. About the time I decided to reject the takeoff; I noticed the rejected takeoff (RTO) switch auto click off with no input by me (I had not yet applied brakes). We later concluded that the RTO switch clicked off on its own. I performed the RTO procedure going to manual braking and using reverse thrust. We cleared the runway; Tower asked if we wanted to try it again or needed assistance. We went back to gate with no assistance. The aircraft was steerable and brakes worked. As I lined up the aircraft with the jetway; we received the EICAS caution LDG NO DISPATCH message. When parked I wrote the problem up and subsequent flight cancellation took place. When my First Officer and I looked at QRH PROCEDURE for LDG NO DISPATCH message it stated do not takeoff. Good idea. It all happened very quickly and was not aggressive as say a simulated RTO during a SIM ride. I performed the RTO as trained with the exception that I failed to make the 'this is your captain; remain seated' PA in a timely matter. My First Officer did that for me as we were clearing the runway. The B Flight Attendant told us she also felt that something was not right as the aircraft seemed to 'fish tail' very aggressively.




Synopsis: EMB190 reports receiving a BRK RH and BRK LH FAULT lights on EICAS panel shortly after the 80 KTS call during takeoff. Directional control difficulties had also been noted and the Captain rejects the takeoff. Upon returning to the gate an EICAS caution LDG NO DISPATCH message is received.
Date: 201509
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute at 41;000 ft.; both the crew and passenger noticed a loud pop.  There was also some 'movement'. Everything seemed OK. After a few moments; it was noted that the cabin was rising around 500 fpm. We assumed that the pop was associated with a pressurization issue. Immediately requested 25;000 ft with ATC. Started an expeditious decent. Pilot Monitoring (Pilot In Command) donned his O2 mask. ATC was having trouble getting lower. Did not declare an emergency; but made it clear we needed to get lower immediately.  ATC provided us a turn and decent to 11;000 ft. We continued a quick decent with speed brakes deployed. The cabin was still staying around a 500 fpm climb. The highest the cabin ever got was 9000 ft as we were reaching 10;000 ft. With the uncertainty of the issue; the weather deviations in front of us at the lower altitude and passenger anxiety; we decided to divert. Cabin altitude descended with us. Arrival; approach and landing were uneventful. Looking back; the one item I missed was donning my mask in case the situation escalated. It was a very slow leak that demanded immediate attention.  Not an emergency; and we descended as quick as we could. The cabin was never out of control. But if it had let loose; even with pilot monitoring having his mask; I should of had mine also; just in case. We got busy with trying to diagnose the issue; dealing with ATC and our passenger was somewhat distracting with questions.




Synopsis: Citation crew experienced a slow loss of pressurization and immediately requested and received a lower altitude from ATC and diverted. Pilot monitoring failed to don his O2 mask.
Date: 201707
Local time of day: 1801-2400
Location: JFK.Airport, NY
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared for the VOR 13L and [I] was PF. At the MDA of 800 feet I disconnected the autopilot and executed a descending right turn to line up with runway 13L. We were following the lead in lights with no vertical guidance at this point. As I was lining up on the runway the FO stated 'you're low' just as ATC told us they had a low altitude alert and to level off. I leveled off at about 500 feet while continuing the line up with the runway. We did not receive any GPWS alerts and continued the approach and landing without further incident. No phone numbers were given and we were not requested to call anyone upon landing. Tower did not say anything further was the correction was made.The VOR 13L has a 90 degree turn to land at the MDA. There is no vertical guidance and it can be quite challenging to make sure you are lining up on the proper runway at night in a descending right turn. Lead-in lights work fine for lateral guidance but unless someone is familiar with the airport it presents a challenging approach to land in the last 800 feet.




Synopsis: B767 Captain reported JFK Tower issued a low altitude alert on a VOR approach to Runway 13L.