elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1201-1800
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: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Other Instructor
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: My student and I were on an IFR flight plan. ATC had cleared us on the VOR-B Approach. As we descended to 2;500 feet; we cancelled our flight plan and switched to the CTAF frequency. My student made his first call stating he was approximately 8 miles to a fix on the VOR-B. Our TCAS lit up and made us aware that someone was approaching from the west and they were 100 feet beneath us. We could not see them and waited probably 30 seconds to see if we could find them or they would turn. We were not able to see them so we began to climb. As we were climbing; we caught sight of them passing directly beneath us. If we had not climbed; there would have been a distinct possibility we would have had a direct mid-air collision; so aligned the flight paths of our planes were. As they passed beneath us and appeared off our right side we began to descend back down to our approach altitude of 2500 feet only to see them then turn northeast bound to merge on the VOR-B next to us. We were then at the exact same altitude; wingtip to wingtip about 300 feet apart. I could see into their cockpit. We made another call on the CTAF but got no response. After flying like this for 60 seconds and hoping they would catch sight of us and break off of the approach; we decided they were unaware and it was no longer safe to be where we were. We executed a left circling 360 degree turn and re-joined the approach course a mile behind them. It was then that they made their first call; announcing themselves and that they were at the final approach fix. We announced ourselves a mile behind them.This plane - Aircraft Y - was not making calls on the CTAF. They were not aware of their surroundings or maintaining visual separation. Most importantly; federal regulations state that when two aircraft approach each other; the aircraft on the right has the right of way and the aircraft on the left is supposed to turn right to avoid them.




Synopsis: C172 Instructor Pilot reported a NMAC with another aircraft which was not on CTAF frequency at a non-towered airport.
Date: 201512
Local time of day: 1801-2400
Location: ABQ.Airport, NM
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Sitting at [the] gate in ABQ; I queried Ground as to which runway we'd be using for our departure. Ground replied that they had switched to 08 and; by the way; my new clearance would be radar vectors to FTI; fly runway heading. Our PDC gave us a climb altitude of 9000 feet.  When the PM came back to the cockpit; I briefed him on the new clearance.We taxied to 08 and were cleared for takeoff. I flew the runway heading to 9;000 and obviously saw the terrain on my map. Tower did not switch us to departure in a timely manner; so I was getting concerned about the terrain threat.  After the hand off to departure; we checked in and asked about our clearance. Departure gave us an immediate left turn to 290 degrees; and a climb to 15;000. Departure did not know anything about the new clearance; and I don't blame him. Clearly there was a disconnect between ground; tower; and departure that night.




Synopsis: B737 Captain reported he became concerned with terrain after takeoff from ABQ when it became clear ATC Ground; Tower; and Departure were not on the same page with regard to his routing.
Date: 201507
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While flying the TMBRS2 Arrival; I did not comply with the speed restriction of 280 knots noted in a box on the chart. I was flying our Cost 40 index and was at 285 knots when ATC asked about our speed. He then informed us of this speed restriction. I briefed the arrival fixes and their speeds and altitudes but failed to notice this box on the left side of the page.




Synopsis: An air carrier captain reported noncompliance with a published speed restriction on the PDX TMBRS2 STAR due to a low cost index profile programmed in the FMC computer with automation engaged.
Date: 201709
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 50 minutes from EWR autopilot clicked off at FL370. Noted most windows on MCP were displaying 8; altitude 50000 FT and first officer course selector normal. Unable to restore. QRH no help. Could not use autopilot; auto throttles or flight director. Altitude alert horn sounded continuously and altitude window flashed. Speed and heading bugs not available. FMC and map worked. Had ILS capability on first officer side. Notified ATC of degraded navigation capability. Notified dispatch and [Maintenance] suggested checking 2 breakers. Breakers were in and no other suggestions. Dispatch determined EWR was VFR so continued to destination.




Synopsis: B737 Captain reported continuing to destination after losing the autopilot; auto throttles; and flight director.
Date: 201508
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Weather Radar
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft was towed over to the gate by maintenance. I met the mechanic as he left the cockpit. I asked how the aircraft was and he said 'good'. I went into the cockpit immediately; looked at the logbook; and started the preflight.I noticed the radar was not in 'test mode'; and the weather button had been selected on the MCP. On my navigation display; I saw radar returns on my scope and realized the radar was radiating on the ground. This was going into the terminal and radiating ground personnel. My First Officer was also on the ground directly in front of the radome at approximately 20 feet away. Other personnel were closer. I immediately turned the radar off.This very poor checklist procedure by maintenance which directly jeopardized the health and safety of not only passengers in the terminal but also our employees working around the aircraft. This ionizing radiation can have deleterious irreversible effects upon human health and disease promulgation.I called maintenance on the radio and asked the male person who answered; to inform the individual who was in the cockpit during the towing; to follow the parking checklist maintenance has to ensure safety was not compromised. He replied 'I will; but it won't do any good'. I asked him to make sure the supervisor knows this tow individual did not follow procedure. He replied the radar doesn't turn on if the aircraft is not moving and that he 'didn't have time to deal with me'. He threatened 'I want your name and I'm contacting the Chief Pilot'.Two issues are blatantly obvious here; lack of safety checklists followed; and flippant; ignorant; and disrespectful attitude towards a Captain trying to ensure safety in and around an aircraft. The first is excusable as human error and accepted. The second is completely wrong and merits supervisory involvement to counsel the individual on aircraft radar systems knowledge; and fellow respect to other employees.Ensure all maintenance personnel who tow and park our aircraft; follow safe procedures about the radar. A checklist item should be on the maintenance towing checklist to ensure the radar is turned off.




Synopsis: B737-800 Captain reported finding the weather radar on and operating when he entered the cockpit at the gate. The aircraft had been towed to the gate by Maintenance personnel.
Date: 202012
Local time of day: 1801-2400
Location: DTW.Airport, MI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DTW
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Aircraft X was leaving late. Four Company aircraft were leaving DTW around the same time with very similar call signs. To be exact; Company; Aircraft Y; Aircraft Z; and Aircraft A were also leaving. Meanwhile; the controller working Tower was also working Ground frequency. More than once; aircraft were taking frequency changes for other aircraft. While no serious deviations occurred; my First Officer remarked that both the high workload of the controller and the similarity of call signs could be a number of threats that on a worse day could lead to a serious safety concern. I do agree with him. I think Company has been aware of the issue of similar call signs leaving and arriving at hubs at the same time for a while; but it would require too much work to actually re-work the system to better avoid this issue. I fear that we will have to wait for some serious incidents to have the impetus to actually change this feature of our dispatching. Flight Planning presumably has a reason for making the flight numbers a particular way.




Synopsis: An Air Carrier pilot reported their company had four flights with similar sounding call signs departing within a ten minute time period.  The reporter states this problem occurs at all their hubs.
Date: 202010
Local time of day: 0601-1200
Location: PVD.Airport, RI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp PVD
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Contributing factors: Company Policy; Airport
Primary problem: Airport

Narrative: During pushback; we experienced an intermittent; loud and clear radio station broadcast over the push crews headset. We had to repeat our communications several times due to the loud interference. The push operator stated that this has been a problem for 'several years' and nothing has been done to solve the problem. Communicating an emergency situation with the push crew could prove to be difficult and time consuming.




Synopsis: Air Carrier Flight Crew experienced radio interference with Ground Crew during pushback procedure.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; 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: Enroute at FL190 the cabin press warning light illuminated. Flight crew performed memory items and descended to 10;000 FT. During descent we declared an emergency and did checklist. Decision was made per flight crew and ATC to divert to the nearest suitable airport. While on descent on the #1 and #2 ENG MANUAL light illuminated. Cabin press light extinguished at or below 10;000 FT. Torque gauge indicated no power indication and was blanked. However aircraft responded to power lever inputs and aircraft was landed without any incident.


Second narrative: At FL190 the cabin press warning light illuminated; flight crew performed the memory items; performed an emergency descent and ran the checklist. An emergency was declared and since flight was in close proximity to [a suitable airport we] decided; in conjunction with ATC to divert there. During the descent cabin press warning light extinguish below 10;000 FT. During descent #1 and #2 engine manual caution lights illuminated; torque indication was zero and blank but other indications remained normal and the aircraft still responded to normal power lever inputs. Aircraft landed without any incident.


Synopsis: DHC-8-200 flight crew on a ferry flight experiences a cabin altitude warning light at FL190 and initiates an emergency descent and declares an emergency. During descent the #1 and #2 engine manual caution lights illuminated and torque indication was blank. Crew elects to divert to the nearest suitable airport.
Date: 201809
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused; General Flight Cancelled / Delayed
Contributing factors: Logbook Entry; Procedure
Primary problem: Procedure

Narrative: I was assigned Flight X while on airport standby along with the other two flight attendants. The original crew for this flight felt unsafe to work on this plane due to aircraft maintenance issues and ended up getting pulled from the flight. Once I arrived to the plane the Captain started telling us the aircraft problems and how there were a ton of write ups about the left wing fuel tank not working properly. He mentioned that even though there were multiple write ups on this issue Maintenance still hasn't checked it out to be sure it is safe and felt like they were overlooking it since the plane has been in multiple bases where they could have fixed it. The Captain and Operations were all still wanting to take this flight out on this aircraft but after hearing the Captain explain the issues and write ups on the aircraft I started feeling very unsafe to work this flight. I was afraid for my safety so I ended up calling scheduling and they connected me to our [Operations Center] base manager and I told him my concerns and how I felt scared to work this flight. I ended up getting pulled from the flight. After about 30 minutes of getting pulled I found out they ended up taking that plane out of service. This is a major safety concern.




Synopsis: Flight Attendant reported refusing the flight due to unresolved multiple write-ups.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb out at 1;400 feet MSL; I know this because I just read the altimeter for fuel pump shut off; the engine suddenly shut off as if you turned the mags off. Than it turned itself back on; however when it restarted it had a bad missing condition to it. I never did turn the fuel pump off. At this point I switched the fuel tanks and then the engine quit again (15-20 seconds of off time) again it turned itself back on but still had a bad miss. This all happened in about 1-2 minutes time. At this point I radioed tower that I was experiencing a power loss and needed to return. They cleared me and asked what runway I wanted. At this point I had already made a 180 turn back to the airport. Upon landing on the last 1/3 of departure end with full flaps I locked up the brakes to try and stop the plane; but the runway was recently resurfaced and earlier in the afternoon a heavy rain came through so the runway was greasy. The plane was not able to stop in this distance and it slid out into the field off the departure end. Took out a REIL on the way. The plane stopped in the field about 500 feet away from the runway. Plane received some minor dents & minor scratches. The next day it was determined that the engine had three cracked spark plugs. Early in the day it was reported that the engine would lose 200 rpm's at certain times. It was tested for this but nothing was found wrong. However upon further testing (after the occurrence) with plugs removed from engine and bench tested that is where the problem showed up. Higher rpms & heavy load condition would cause the plugs to miss. At this time I would like to make a suggestion on REIL's. It would be most helpful if the REIL's were recessed and not sticking up 34 inches or so in the flight path. They are in the way even when practicing short field landings. Other pilots of low wings have said they have hit them during night landings. Just another hazard to deal with.




Synopsis: Piper Warrior pilot reported returning to departure airport after the engine began running rough. The runway was wet and the aircraft slid off the end; striking a REIL.
Date: 201403
Local time of day: 1201-1800
Location: PDX.Airport, OR
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E P80
ATC / advisory: TRACON P80
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Terrain warning sounded approximately 25 DME from PDX and the FOM escape maneuver was performed to 350 FT from the assigned altitude into VFR conditions.


Second narrative: We were on the HHOOD arrival into PDX; after passing HHOOD; and checking in; we were cleared direct to TOLOC fix for the ILS 28R. We were also cleared down to 6;200 FT which is the SHAFR crossing restriction altitude I believe. We received 2;500 FT radar altimeter call. We were then cleared to 5;200 FT and leveled out there. We received another 2;500 FT altimeter call. [We] then shortly thereafter received the 'terrain; terrain pull up' warning. The Captain initiated the maneuver. I told the Controller we received a terrain alert and that we were climbing. He stated something about us being at or above the minimum vector altitude for our area. Within seconds after this; we went VMC and were able to see the field and verify our position with outside references. We then called the airport in sight and were cleared for a visual approach. During the escape maneuver; we climbed to about 5;450 FT into VMC. We then proceeded to level out at about 5;500 FT or so before starting our descent. The GPWS warning was only a one time warning the ceased almost immediately. I believe the warning occurred at approximately 20 miles from the field. Nothing ever painted on our ND screen in regards to terrain on the EGPWS after passing Mt. Hood.


Synopsis: A320 flight crew experiences a GPWS terrain warning at 5;200 FT 20 NM east of PDX and take evasive action. ATC indicated that 5;200 FT was the correct altitude and above the MVA for the area. A visual approach and landing ensues.