elihoole/asrs-aviation-reports huggingface dataset:
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Weather Radar
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While descending into [destination] our radar failed for the third time. We were visually deviating to avoid build ups and Center requested for us to turn left for traffic. We were not able because of weather. Center allowed us to stay on our heading and descend to 8;000 feet MSL. He also requested we keep our speed up and slow to 250 knots indicated not at 10;000 feet MSL; but 9;000 feet MSL. We complied with his request so we could continue deviating and avoid the traffic. The situation could not be avoided due to the failure of the weather radar system.


Second narrative: On the way to [destination] we had a Weather Radar Fail. It came back and went out again. We messaged Dispatch of the issue and informed them Maintenance would be needed on arrival. On descent it came back and about 15;000 feet ATC asked us to expedite down to 10;000 feet. Doing so we increased speed on the way down. ATC asked us to make left turn and we had huge cell. Looking at the radar we had a solid Red Cell with large amount of purple (severe weather). We then got an automated 'Weather Ahead' verbal warning before the radar failed again. ATC then told us to go down to 8;000 feet. I told them we are slowing; then down to 8;000 feet. ATC responded saying they need altitude over speed and to go to 9;000 feet and then slow to 250 knots. We complied and slowed before continuing to 8;000 feet. During the descent I noticed we did clear converging traffic on TCAS by 1;000 feet vertically at the 10 mile mark (assuming the reason for the expedited descent).Based on the failure of the weather radar and ATC situational awareness; nothing could be done on the flight crew part.


Synopsis: A320 flight crew reported their weather radar failed and recovered multiple times enroute.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff; received 'Emergency Power On' alert. Attempted reset as per QRH with no effect. Decided to deploy ADG (Air Driven Generator); [advise ATC]; and return to ZZZ before battery depletion. Electrical system malfunction.




Synopsis: MD-11 Captain reported the loss of electrical power after takeoff resulted in a return to the field.
Date: 201811
Local time of day: 1201-1800
Location: CHO.Airport, VA
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D CHO
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: On our flight to CHO we were on midfield downwind for Runway 3 when we received a 'terrain; terrain; pull up' command. I told the Pilot Flying that we have to comply because we are in IMC. The Pilot Flying promptly disengaged the autopilot and started a climb; and we both decided to level off at 4;000 feet. The MSA on the sector we were on was 2;000 feet. I advised ATC and he also mentioned that the MSA was 2;000 feet. We were then given further vectors to join the final approach course and landed without incident.




Synopsis: EMB-145LR Captain reported climbing in response to a GPWS terrain alert in IMC conditions on downwind at CHO.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Jetstream 41
Operating under: Part 121
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Dash 8-300
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the time of the incident I was being trained on the Local position. A Jetstream 41; requested to execute S-turns to loose altitude and land Runway 24. A Dash 8-300; was holding short of Runway 24 with a release time to ZZZ. Jetstream 41 was on a 3 mile final and had to loose a lot of altitude to land. With the distance between Jetstream 41 and the runway; taking into account the altitude of the aircraft; I believed it would delay Dash 8-300 passed the release time. Taking that into account I told Jetstream 41 to enter a right downwind for Runway 34 so I could depart Dash 8-300. At this time I issued traffic and cleared Dash 8-300 for take off. A PA-28 was on a 6-5 mile final Runway 34 and my plan was to sequence the Jetstream 41 behind the PA-28. I failed to coordinate with RADAR about Jetstream 41 changing runways and my Instructor stepped in to coordinate. With Jetstream 41 flying a standard pattern I believed there to be sufficient time to exchange traffic between Jetstream 41 and the PA-28. When I saw Jetstream 41 turning base early; about 0.5 miles; I quickly turned my attention to Dash 8-300 and in turn cancelled the take off clearance and told to hold position. I called traffic to PA-28 advising him of the Jetstream 41 in right base for Runway 34. The pilot reported it insight. Jetstream 41 landed; Dash 8-300 taxied off the runway; and PA-28 landed shortly after. Paint a better picture for all the aircraft involved; letting them know what is going. If I had told Jetstream 41 to enter right downwind for Runway 34 advising him that he is number two and exchanging traffic with Jetstream 41 and PA-28 it would have worked out a lot better allowing Dash 8-300 to depart without any trouble.




Synopsis: A Developmental working Local Controller described an unsafe event when he/she failed to provide adequate traffic information to several pattern and departure aircraft utilizing intersecting runways.
Date: 201505
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: PDC clearance was BWI CONLE1 COLIN V213 HPW ...  The FMC was omitting the DIXXE fix between CONLE and COLIN.  First Officer tried three times to load and finally entered DIXIE (not DIXXE) between CONLE and COLIN.  I was informed of this and asked to check carefully.  I checked it twice and missed the difference.  We also briefed the departure standard (pilot flying reading SID and pilot monitoring (PM) verifying FMC). The FMC was programmed incorrectly for DIXIE instead of DIXXE.  On departure off Runway 28; we were cleared the SID and around STABL at 11;000' were given direct DIXXE.  Brought up DIXIE; concur; EXC.  Aircraft started turn to northeast.  We both noticed error immediately and PM was trying to work out error.  ATC queried; and gave heading to the south.  Found error and corrected to DIXXE.  Was able to tell ATC error and he said no conflict and asked where/spelling of the other DIXIE was.  He wanted to know because this was a new departure and it was new to everyone.I felt that this SID was cumbersome and hard to brief due to the CONLE1 COLIN part being similar as well as there being a chance that DIXXE could be DIXIE if exact spelling was not checked.  I have learned that the SID should have been rejected and not even a simple modification should have been entered.  The First Officer and I discussed that if we would have stepped through the plan view on the FMC; it would have clearly stopped this error.  We don't phonetically spell the fixes.  Similar sounding fixes should NOT be within several hundred miles of each other.




Synopsis: B737NG Captain experiences a track deviation during the CONLE1 departure COLIN transition when the First Officer cannot get the DIXXE fix to load automatically and DIXIE is entered manually. He believes that CONLE and COLIN and the two Dixie's make this a difficult departure to brief and enter correctly in the FMC.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing roll
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Weather conditions: Windshear on landing runway 21; Gusting over 25 knots (Crosswind).  Did 360 degree turn (ground loop). Lost brake fluid cap. No flat tires. Would have been able to taxi to ramp without assistance if brake fluid cap on [hydraulic] line on left wheel would not have popped out.  Lost brake fluid on left wheel.  No damage to the airplane.  No injuries.




Synopsis: A Maule M-7 pilot; landing in a gusty crosswind; lost control and ground looped with no damage to the aircraft. Assistance was required to return to the ramp as a hydraulic line cap had departed the aircraft; resulting in the loss of hydraulic fluid to the left brake.
Date: 201404
Local time of day: 1201-1800
Location: ZSU.ARTCC, PR
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZSU
ATC / advisory: Center ZSU
Reporter organization: Government
Reporter function: Handoff / Assist; Instructor; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Confusion; Communication Breakdown
Second reporter function: Instructor; Enroute
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was training a new FLM on D2. There was training on the R-side as well. By the time we got the position; Aircraft X was at FL340 and coordinated at FL360. The briefing we received included this information. Apparently the Radar guys knew about this because the strip was flat on the bay. We kept working; and minutes later ZNY called us asking at what altitude was the traffic coordinated. By that time the strip was not in the bay because the traffic had progressed the fix already. The developmental did not remember the altitude and did not see the traffic progressing the fix either; so he told ZNY FL340 because he saw the limited data block at FL340 north of the fix. At that time; was when I knew that something was wrong and asked the FLM for the strips to verify the altitude coordinated. We confirmed FL360 coordinated and that the Radar guy did not assigned the altitude. There are always a lot of altitudes changes; every time we take a D-side position; even though the coordination was not made by us; and the Radar guy has the information; every new D-side should confirm with the Radar guy that he/she know about the altitudes changes. This could help the Radar guy as a reminder as well; just in case he/she has been busy and forgetting something.


Second narrative: Training on R4; Aircraft X was coordinated at FL360 but was currently at FL340. The trainee terminated the aircraft and transferred its communications to NY ARINC. I did not hear the trainee terminate the aircraft so I didn't do what I usually do which is correlate the data block with the strip information that is coordinated. Minutes later someone made me aware of the situation but it was too late. ZNY already called to let us know. Listen up.  Pay extra attention when training.


Synopsis: ZSU ARTCC controllers report about an aircraft that was not at the correct altitude when handed off from originating Center to Oceanic Center causing confusion at Oceanic Center.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising at 35;000 FT when we got a level one windshield Heat Left Fail. We pulled out the QRH and ran the Windshield Heat Left Fail level one checklist; followed shortly by a loud bang and the Captains clearview front window was completely cracked and arcing badly. It was very difficult to see through the window for me; the captain; and we were very concerned about the arcing and possible fire. We pulled out the QRH for the Windshield Clearview Aft Window Cracked or Arcing Checklist. Due to the arcing; QRH recommended avoiding icing and therefore we looked at the weather at [another airport] since it was very close to our position. It was VFR and good weather. We declared an emergency with Center due to the arcing and possible fire from the windshield and asked for vectors to the airport. We contacted Operations and told them we were diverting and got the airport information. We gave ATC all the fuel on board and souls on board and the fire trucks were alerted and waiting. I decided to have the First Officer land due to the bad visibility I had with the cracked window. We landed uneventfully and the First Officer did a fantastic job landing and helping through out the emergency. [We] taxied back to the ramp uneventful.


Second narrative: Cruising at 35;000 we received a Level 1 WSHLD HEAT L FAIL alert. We consulted QRH; it had no consequence; windshield heat inoperative. Within 5 minutes of alert; the left windshield began to arc; followed by a loud bang as the Captain's windshield completely shattered; obscuring his forward view. Consulted and completed QRH 'Windshield/Clearview/Aft Window Cracked or Arcing'. With arcing; QRH directed to avoid icing conditions. Due to current and forecast icing conditions at destination; we declared an emergency and elected to divert to [another airport] as we were within 138 miles and the weather was VMC. [We] contacted Operations with intentions. First Officer landing [was] uneventful.


Synopsis: The pilots of a MD10 received a window shield heat alert and consulted the checklist; which stated to turn off the window heat. Shortly after; the Captain's window shattered; obscuring his vision. The crew consulted the checklist for a cracked or arcing window. They elected to divert to a suitable airport due to the icing restriction. The First Officer made an uneventful landing.
Date: 201411
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X came over at FL190. I thought this was a pretty low altitude to go all the way to Florida so I asked if that was his requested final. He indicated it wasn't and wanted FL370. At the time the conversation with Aircraft X ended DNV sector called to let me know that another carrier was on a heading for Hilltop MOA. I accepted the coordination and while they were still on the land line requested higher for Aircraft X to FL230. The controller said that they would have to call EON sector to get control on Aircraft X and would call me back. They did call back and release higher. This is the same situation we have encountered before and will continue to encounter until something is done with the airspace that DNV releases to EON sector. In my opinion it is completely unacceptable that when I'm talking to the sector that is supposed to own the airspace I'm coordinating about can't make a simple decision and has to call another sector for approval. All of this could be solved with a simple flash through procedure between DNV and EON. EON makes a hand off to DNV if DNV doesn't have traffic they make a hand off to BVT and when BVT takes the hand off EON switches the aircraft to BVT. If traffic is a factor then DNV coordinates with EON sector prior to accepting the hand off. It really is this simple.




Synopsis: ZID Controller reports of having to coordinate higher for an aircraft and the sector he calls has to coordinate with another sector to get approval.
Date: 201604
Local time of day: 1201-1800
Location: DFW.Airport, TX
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp DFW
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching [the] gate at DFW. Cut off by numerous ground vehicles while trying to park. First vehicle did not realize we were parking at the gate; stopped inside the parking area and then exited forcing us to momentarily stop the aircraft. As we started to proceed to the gate; another baggage cart entered the parking area from our right. Besides forcing us to stop; this cart dropped trash and paper that littered the parking area. We stopped to have the FOD removed. Once the gate area was again clear; we were cut off again by another vehicle rushing around the ramp area. For our final attempt to park on the gate we turned on all the aircraft lights (landing; turnoff; ect.) and were again cut off by another baggage cart rushing thru the ramp area.The engines were then shut down and an aircraft tow was called for and received. When the tow was about 50 feet or so coming toward us; another baggage cart cut between the tow and us. This vehicle disappeared under our nose as they passed and were not visible - we estimate they crossed 10 feet or less in front of us. The tow to the gate was uneventful. Ramp control was asked if the video tapes for this event could be marked and saved. Vehicle traffic on the ramp near aircraft needs to be better controlled/policed at DFW.




Synopsis: B737 Captain reported being cut off by numerous vehicles on the ramp in DFW while taxiing to the gate.