elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 120
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The emergency occurred after doing several takeoffs and landings. At approximately 100 FT AGL on takeoff; I experienced a partial loss of power. I quickly lowered the nose; reduced the power; and put on the carb heat. I determined I could not land on the remaining runway and it was doubtful if I could land straight ahead without hitting the airport perimeter fence. I elected to make a 40 degree turn to the right to land in a plowed field. At this point I keyed the mike and said; 'Mayday.' After making the turn; the engine was still producing power; so I made another 40 degree turn to land across the airport property. After that turn; I then had the option to land on the grass runway. At this time; I did a second call to the tower and repeated 'Mayday' three times. It is possible I stepped on a tower transmission to clear a Mooney for takeoff. On short final to the grass crosswind runway; I heard the tower hold the Mooney in position for me. I landed uneventfully on the sod runway and requested to taxi to the hangers which was given. After taxiing to my hangar; I called the Tower on my cell phone and thanked them for their help and verified they heard my 'Mayday' call. They said they did hear it once and they were happy that I was able to land safely. The only regulations that I may have broken are that I didn't follow ATC instructions for left traffic and I landed on the sod runway without a clearance. Declaring an emergency lifted both of these responsibilities plus any others I didn't think of. I only did what I had to do to make a successful outcome of a partial-power loss.




Synopsis: C120 pilot experiences a partial power loss on takeoff after completing several touch and go landings and announces 'Mayday' on Tower frequency. While turning toward a plowed field it is determined that sufficient power is available to continue the turn and land on an intersecting runway after announcing 'Mayday' several more times.
Date: 201910
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Climbing out of Newark; level at 6000; in weather and continuous moderate turbulence; ATC issued traffic climbing right below us climbing to 5000 feet. We were getting updrafts/downdrafts of approximately 100 ft.; traffic was also climbing quite fast. We got a climbing RA. I was pilot flying and immediately TCAS'd to the green box and initiated a climb. The First Officer; pilot monitoring; advised ATC right away that we were responding to an RA. ATC said the traffic was only climbing to 1000 feet below us. We climbed to approximately 6500 feet; 500 feet above our assigned altitude. After the RA; and clear of conflict; we descended back down to our assigned altitude of 6000 feet. After advising ATC; he said okay and proceeded to give us a frequency change. The flight continued on with no other issues.




Synopsis: Captain reported taking evasive action while on the climb out from EWR due to an RA caused by traffic bound to level off 1000 ft. below their aircraft.
Date: 201308
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed 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
Primary problem: Environment - Non Weather Related

Narrative: A momentary overspeed due to sudden onset of wake turbulence occurred at FL380. Airspeed exceedance was 5-7 KTS. Mach .82 did not appear to be exceeded. Aircraft Maintenance was notified via Dispatch. The above information was entered in the logbook.




Synopsis: B737-800 Captain reported a slight overspeed as a result of a wake vortex encounter at FL380.
Date: 201405
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Procedure

Narrative: We are continuing to see problems related to multiple approach changes upon arrival into DEN. In my last three arrivals into DEN; TRACON switched our expected approach procedure or runway three times. In all cases; the arrival runway and approach advertised on ATIS was not executed although we had set-up and briefed the approach IAW normal procedures. TRACON would then change the approach and often the runway forcing us to again go heads-down; perform a reset-up of the cockpit; and another briefing. Then the runway was changed again by either Approach or Tower. In all three instances (my last three arrivals into DEN); the end result was that the non-flying pilot was forced to go heads-down below 10;000 feet MSL and a full briefing could not be accomplished prior to landing. It is important to realize that in many of these instances; we are performing approaches to converging; parallel traffic and crews have not had time to properly brief the LOC frequencies that are being used. A mistaken frequency dialed at the last minute has the potential to cause crews to overshoot into simultaneous parallel traffic. I applaud DEN TRACON for leading the way with RNP operations; but the sequencing and alternating use of these procedures (as it is today) is resulting in unsafe task saturation in the approach environment; low to the ground.




Synopsis: Pilot reports of many changes to the approach and runway they had planned for landing at DEN.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Other Fire Extinguishing System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Held off starting the APU; since there was no need for it until departure. Once the door was closed; I started the APU; but the weak GPU meant a lot of systems temporarily tripped off line. As things came back online; I noticed; among other things that the BAGG (Baggage) SMOKE light was on. Having previously dealt with that light coming on due to a power spike; I reached up to simply reset it by pressing the test button; but in a moment of confusion; I instead reached for the BAGG EXT button; which of course; set off the cargo bay fire extinguishers.The FO (First Officer); unaware of my action in the moment; since he had been getting his checklist ready; was alerted by the EICAS warning; BAGG SMOKE; and pulled the EPC (Emergency Procedure Checklist). We proceeded with that to make sure everything had subsequently been actioned accordingly. Ops was notified; so they emptied the cargo and checked the bags of those pax (passengers) who chose to continue with our flight. In the meantime; I called [Operations Control] and [Maintenance Control]; and we processed an MEL for the BAGG EXTBTL INOP. Once pax and bags had been processed; the flight continued.Ultimately; it comes down to just pushing the wrong button. Contributing factors and distractions were:-When the door was closed; we realized the ground air was still hooked up; because there was a significant pressure bump in the aircraft.-At the same time; I was just about to start the APU; but we were distracted by the pressure spike.-We also noticed that the jetbridge was being pulled back; which caused us concern about the GPU still being hooked up until we realized that the GPU was a portable cart; separate from the jetbridge.-When the APU was started; all of the displays went dark for a moment due to the weak GPU; and we had to look over everything as the power came back on to see what needed to be reset; etc.A hard reminder of the lesson to not even touch a control; switch or button until you've paused; even for the briefest of moments; to reconfirm that it's the correct control and the consequences thereof.




Synopsis: ERJ flight crew reported inadvertently activating cargo fire extinguisher at gate.
Date: 202007
Local time of day: 1201-1800
Location: CVG.TRACON, KY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B CVG
ATC / advisory: Tower CVG
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airspace Structure
Primary problem: Environment - Non Weather Related

Narrative: Shortly after being given a vector to intercept the localizer inbound on the ILS 18L into CVG; I saw a drone pass under our left wing (estimated around 100 ft. of clearance). Immediately after seeing the drone I reported the sighting to ATC (Cincinnati Approach Control). No evasive maneuvers were needed; nor any deviations from ATC instruction were needed.




Synopsis: Airline Captain reported a NMAC with a UAV while on a heading to intercept the localizer to final.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: Aircraft had been written up several times for dual FMC failure en-route and subsequently had been signed off by Maintenance by resetting FMC circuit breakers and clearing any messages. We asked Maintenance this morning in ZZZ1 after the aircraft had been written up for dual FMC failure what their fix was going to be. Was told and I quote; 'Maintenance Control wants us to reset it and get this plane out on time.' None of us were happy with that statement; but given the message was cleared and both FMC's were working normally we decided to take the airplane. Departed ZZZ1 to ZZZ2 and all was fine; we programmed box to have entire route including a return into ZZZ1 in case of both FMC's failing we could navigate back to ZZZ1 with minimal input. Flight concluded without any anomalies. ZZZ2 to ZZZZ is a different story; around 26;000 feet we received an Auto-throttle Autopilot caution and dual FMC failure. We couldn't even finish checklist and both FMC's came back operational. Happened same thing 2 more times during climb and that's when we all decided that we were not crossing [ocean]; Class 2 navigation with intermittent FMC's. Contacted Dispatch via satellite communication; spoke with Dispatch; Duty Pilot and Chief Pilot to discuss our options and all came to same conclusion. ZZZ was our best option. We got at least 13 different times a FMC failure or dual FMC failure. We were able to fully complete checklist for DUAL FMC fail once; and the FMC's would eventually come back online. Ran all applicable checklists; backed up the arrival and connected the approach in the box to ensure if it failed for good we had ease of navigation. Had our flap speeds all figured out in case and had a good crew synergy working.Given our incident in ZZZ3; I'd suggest we no longer reset circuit breakers and get plane out on time as per Maintenance Control's quote from ZZZ1 this morning. This is not the first time this has happened; it was a multi-repeat item and a big ticket item as well. For future reference I will insist that the problem be addressed and looked at in greater detail before departing. The airplane has several 'repeat'/chronic issues that are being reset and sent on their way.




Synopsis: B747-400 flight crew reported dual FMC failure multiple times on the same flight.
Date: 202007
Local time of day: 1201-1800
Location: C44.Airport, CT
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Initial Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Contracted Service
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taking a load of skydivers over ZZZ and had a small aircraft miss me by under 500 ft. I was in a left hand climbing turn in the pattern just of runway 070. I contacted Rockford APP. and after 20 seconds was told there was traffic near me. We have a notam for skydiving over the airport and also he did not use flight following and also did not respond on 122.7. In this area lots of planes take off from ZZZ1 and overfly the field without any communication.




Synopsis: King Air C-90 Pilot reported an NMAC event during a NOTAM'ed sky diving operations area.
Date: 202202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Visual
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nacelle Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared to takeoff on Runway XXL; I advanced the thrust levers and rotated. Gear up; and at around 300 ft. AGL we received an engine fire (ECAM; triple chime; master caution; engine fire push button). Above 400 AGL we began ECAM actions; confirmed thrust lever 2 and I pulled it back. Centered the slide slip/beta target. 3 seconds later the ECAM disappeared. ATC told us level 2000; set A/P on and leveled 2000; pulled speed to slightly above green dot. Pulled HDG and turned crosswind. The Captain briefed the flight attendants then passengers. I had loaded the secondary for the ILS XXL in at the gate; so we activated the secondary flight plan. We transferred controls and I briefed the ILS XXL; exchanged back. The Captain noticed Engine #2 N1/N2 were still functional. I slowly added power back in and put #2 in the climb detent. Ran the approach checklist. Once cleared and configured we ran the landing checklist. landed.




Synopsis: A320 Captain reported a fire warning/ECAM/triple chime/Master Caution/Warning and fire handle illuminated on climbout. The flight crew conducted an air turn back and performed a precautionary landing at departure airport.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Aircraft component: Aerofoil Ice System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Company Policy; Aircraft; Manuals
Primary problem: Aircraft

Narrative: On post flight; it was discovered that a patch was separating from the primary surface on the left horizontal stabilizer device boot. Upon referencing the MEL; we were not able to find an applicable MEL. Upon contacting Maintenance Control; we were advised that this particular discrepancy was now classified as an Non-Essential Function (NEF). Since this was not able to be viewed/confirmed via our iPad; I asked for the appropriate approval documentation be forwarded to the aircrew. The only information we received back from Maintenance Control was info needed to complete the deferral. I then contacted a Chief Pilot; and asked if he could send me the documentation that this was now an NEF item. He forwarded us the same info. I then emailed him asking for the info. I never received a response. I have multiple concerns with this situation. First; I don't think it is advisable to operate an aircraft with this type of discrepancy with NO restrictions. Flights into known icing?  Reevaluate after each leg?  Something; anything!  There is zero guidance from the company on this aside from PIC authority and final decision maker. Secondly; it concerns me that the company is unwilling to provide documentation of a NEF classification that is not visible to the PIC. In my opinion; this is a not so subtle attempt to keep aircraft moving.  When I attempted to express my concerns and request for further documentation to both Maintenance Control and the Chief Pilot; I was repeatedly rebuffed. If this is now an approved NEF; certainly there must be written guidance stating this fact? I have no problem with an update to the NEF manual; but if the PIC is not able to appropriately verify/confirm this information independently; I think this is unacceptable. Maintenance is required to provide supporting documentation to a requesting PIC.




Synopsis: CE560 Captain discovers on post flight that a patch is separating from the primary surface on the left horizontal stabilizer device boot. No relief is listed in the MEL and Maintenance Control is contacted. They indicate that this patch has a Non-Essential Function (NEF); but cannot provide a reference when requested by the Captain.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; Turbulence
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Environment - Non Weather Related; Weather
Primary problem: Environment - Non Weather Related

Narrative: On vectors for visual approach due to forest fires; we were maintaining 6000 feet as instructed. We were informed by ATC of numerous TV helicopters in the area and were visually searching for traffic. We heard over the radio that these helicopters were being told to maintain VFR at or below 5000 feet. While passing near the smoke plume; on assigned heading of 9000 feet; level 6000 feet; ATC informed us again of helicopter traffic at our 11 o'clock and 1 mile maneuvering. No visual contact was made. TCAS showed this traffic in a climb. TA alert was received from this traffic; followed by an RA informing us not to descend. We complied and remained level. Shortly after; new RA instruction to climb 1000 ft/min. PIC disconnected auto-pilot and complied with RA while First Officer (FO) informed ATC we were responding to RA; we climbed to 6250 feet. Clear of conflict we returned to assigned altitude of 6000 feet. No heading changes were made during this event. ATC warned helicopter traffic they had caused a traffic event and re-instructed them to maintain assigned altitudes. Minutes later; we were cleared visual approach. No disruptions to the flight. During debrief on the ground; we discussed the event and agreed we had properly responded to the event. We could have requested a slightly wider vector in order to better avoid the area altogether foreseeing this type of event could have happened (5+ TV helicopters were working the fire area).




Synopsis: EMB-135 Captain reported a traffic conflict with a helicopter near the final approach corridor.