elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Cessna Twin Piston Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Other / Unknown; Human-Machine Interface; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Diverted
Contributing factors: Weather; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: We took off from ZZZ into what I knew would be consistent icing to our destination. From my pre-flight weather brief I knew the icing was at all altitudes. After departing ZZZ we actually got into the clear at about 5;000 feet with very little ice. About 15 minutes into the flight we again entered the clouds and started picking up light to moderate ice. My windshield began picking it up; so I went to turn on the electric windshield. When I did the switch broke off in my hand and the electric windshield was stuck in the off position. I decided to turn around immediately because I knew that it was clear behind me at 8;000 feet. I knew everywhere around me was overcast with an icing layer below me; so I decided to return to ZZZ. I notified ATC because I knew I was going to have to descend through ice and may get some on the windshield. I wanted to spend as little time in it as possible. We landed in ZZZ with no further incident. We only picked up a small amount of ice; but I was able to see just fine to land. The plastic switch broke; and I could not get the windshield heat on.




Synopsis: Cessna Twin Piston aircraft pilot reported the windshield anti-ice system was inoperative in icing conditions.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear
Light: Daylight
Aircraft: Scout 8GCBC
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Other Glider Tow
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Near miss occurred in the traffic pattern. Reporting aircraft was a Bellanca Scout towing a glider. Near miss occurred while towing aircraft was on crosswind departure. Another aircraft was entering downwind leg for landing. Towing aircraft was at approximately 1400 feet. Another aircraft passed approximately 200 feet below my aircraft and 100 feet ahead. No evasive maneuver was attempted by me since I was towing a glider. The other aircraft probably took no evasive action but announced on CTAF 'Ive got the glider' as he passed below me. ZZZ is an uncontrolled field with no control tower. The weather was excellent and so there were a lot of take-offs and landing occurring. I was towing a glider which is a source of pilot distraction. The other aircraft appeared to make a non-standard approach. It did not enter the traffic pattern on a 45 degree angle. It made a direct entry.




Synopsis: A pilot towing a glider at a non towered airport reported a NMAC with traffic entering the pattern.
Date: 201907
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL310 with Autopilot 2 engaged; I noticed a flashing HYD 2 level one alert. We had a level 1 HYD 2 off. The system QTY was 2.7. The Captain gave me the aircraft and radios while we reviewed the HYD off and fail checklists. The Captain made a SATCOM call to [Dispatch/Maintenance Control] and they concurred that we were okay to continue to destination. Over the next 3 hours; the QTY decreased to 0. At top of descent; the Captain took over as Pilot Flying. We configured early and landed in ZZZZ without any issues. The Hydraulic System developed a leak and shut down at 2.5. Over the next 4 hours it slowly decreased to 0 and a system fail annunciated.




Synopsis: MD-11 pilot reported slowly decreasing hydraulic fluid in the Number 2 system; ultimately decreasing to zero; which resulted in a precautionary landing at the destination airport.
Date: 201509
Local time of day: 0601-1200
Location: TPA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B TPA
ATC / advisory: Tower TPA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Distraction
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departing TPA Runway 01L. Possible drone sighting 200 feet in altitude off the departure end of runway about on-fourth to one-half left of centerline. Reported to ATC. Flight continued normally.




Synopsis: After takeoff an Air Carrier Captain reported a possible UAS at 200 feet; approximately one third of a mile to the left of TPA Runway 1L centerline.
Date: 201707
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: Mixed
Light: Dawn
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: I noticed that SFO had installed new taxi lights that were sticking up about 25 inches; and were not lit just after sunrise and overcast conditions. These are new and not mentioned anywhere; and prevent Crews now from taking shortcuts from Taxiway Hotel or Alpha onto the ramp. Obviously they are placed to make us use the taxi line but are not very visible and could easily be missed and run over. Maybe a note on the SFO page could make crews aware of the new situation.




Synopsis: Air carrier Captain reported that the 'islands' adjacent to Taxiway A at SFO have new tall taxiway lights that prevent crews from taking short cuts into the ramp and should be noted in the crew briefing page.
Date: 202006
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Other Baggage Handler
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Due to this pandemic I'm concerned about me and my fellow co-workers safety due to the fact that we are handling these bags on a daily basis. I understand that it might take time; but our safety comes first cause we all do have families to go back home too. What I like to see is that they spray and wipe down everything including straps.




Synopsis: Ground employee reported concerns with touching bags on a daily basis and would like the bags to be sprayed to prevent infection.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Piper Twin Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear collapse on landing. No injuries to any property or any persons.




Synopsis: An Aztec suffered a collapsed landing gear on landing.
Date: 201211
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Human-Machine Interface; Communication Breakdown
Anomaly: ATC Issue All Types; 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 Returned To Clearance
Contributing factors: Human Factors; Weather; Chart Or Publication; Aircraft
Primary problem: Ambiguous

Narrative: On descent into ATL we were assigned and maintaining a speed of 310 KIAS. We were then cleared to cross HONIE at [the charted] 12;000 and 250 KTS. [This would require a] 2.9 degree descent rate according to the aircraft instruments. I proceeded to descend to meet the crossing restriction. I also started to slow the aircraft to the 250 KT restrictions. At somewhere less than 15 miles from HONIE we were asked by ATC what our airspeed was. We told them 270 KTS; told them we were slowing to meet the restriction and that we had strong tail winds. They asked if we were assigned 310 and I told them we were but had started the speed reduction early to allow for the heavy tail winds and meet the crossing speed. I increased the speed as much as I thought I could yet keep it slow enough to be sure to make the crossing restrictions. We were then handed to another frequency and flight continued as normal. [I was concerned about] tail winds in excess of 90 KTS; which made planning speed reductions more difficult and we slowed earlier than may have been necessary to make sure not to miss a crossing restriction.To avoid this in the future we could have possibly slowed a little later in the descent or told ATC we were slowing. ATC could help by providing a little more spacing of the aircraft when there are strong tail winds; or we could have been cleared to keep our speed at 310 until told to slow to 250. That way ATC would have known when we were going to slow to meet the restriction.




Synopsis: A CRJ-200 flight crew cleared via the HONIE RNAV STAR to ATL was assigned a speed of 310 KTS but to cross HONIE at 12;000 and 250 KTS as charted. Strong tailwinds caused the pilot flying to begin his speed reduction earlier than anticipated by ATC and separation issues ensued.
Date: 201503
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Diverted; Flight Crew FLC Overrode Automation; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Relief Pilot on this trip.  While the Captain was on his break; we got a CABIN Automatic (AUTO) Inoperative (INOP) light followed by AUTO INOP light.  We followed the procedures laid out in the 767 QRH on page 2.9 titled CABIN AUTOMATIC INOPERATIVE; and as directed; began controlling the pressurization using the CABIN ALTITUDE MANUAL control.  We determined that BOTH 1 and 2 were inoperative.  We woke the Captain up.  The manual pressurization became difficult to properly maintain; and started getting away from us.  Both our Flight Attendants and passengers began complaining about ear discomfort from pressurization; and I felt discomfort as well.  With about 4 1/2 hours left of flying to get to our destination (MIA); we decided that the best course of action was to divert to our nearest suitable alternate with maintenance capability.  On my post flight walk around; I discovered a massive water leak from the water drain near the tail of the aircraft.  This was a continuous steady leak of ice cold water that continued right up until well AFTER we left the aircraft when our flight attendants became no longer legal to fly. This was at least 3 hours of continuous steady flow.  Maintenance discovered that the leak originated from the aft galley coffee maker; and determined that BOTH AUTO CABIN controllers had been frozen to the point that they became inoperative.  Pictures were shown to me (taken by maintenance) of large chunks of ice found in the aft sections of the aircraft as they attempted to trouble shoot the problem and find the water leak.  [The flight] was continued later that day after our crew was rested and the flight attendants were once again legal to fly.  We took off at XA:30 PM and landed in MIA at XE:48PM without any further issues with our Auto Cabin Controllers nor any further problems with water leaks.  It was flown with the leak isolated with the aft galley water system turned off.




Synopsis: A B767 flight crew while enroute experienced a cabin automatic pressurization failure of systems 1 and 2. The standby pressurization system was difficult to control and they elected to divert and landed. Post flight revealed that a water leak had frozen both auto cabin pressurization controllers.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received NOTAC forms to carry fire extinguishers in cargo. We realized at cruise that it was not noted on the Dispatch Release. We notified Dispatch via ACARS and amended the Release. Rest of flight [was] uneventful.


Second narrative: At cruise; we noticed that we were without a remark from Dispatch on the Release regarding HAZMAT to accompany our NOTAC paperwork. We ACARSed Dispatch for the amendment and continued to destination without incident.


Synopsis: Air Carrier flight crew reported gate departure with flight release missing 'Hazmat Onboard' notation. Flight crew contacted Dispatched and received amended release via ACARS. Remainder of flight continued without incident.
Date: 201605
Local time of day: 0001-0600
Location: TOL.TRACON, OH
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class C TOL
ATC / advisory: Tower TOL
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was doing IFR practice approaches to Runway 25. Aircraft Y wanted an IFR Visual Approach to Runway 7. Per the local procedure; Aircraft Y needed to be 7 NM from Runway 7 until Aircraft X was airborne and issued a turn away from the incoming traffic. Aircraft Y was 7NM from the Runway 7 threshold when Aircraft X was over the threshold. I didn't limit the tower to a low approach; and I didn't have any way to know when Aircraft X was airborne because it had dropped off radar at the threshold (the radar site is right next to the runway about 1/3rd way down Runway 25; so there is typically no radar coverage from the Runway 25 threshold to 2/3 the way down the runway). Aircraft Y was 5 NM from Runway 7 when Aircraft X showed up at the departure end of Runway 25 turning to heading 300. The 'airborne' requirement for opposite direction procedures is tricky for tower controllers to predict and not always obvious to the radar controller when an aircraft is airborne (which is the point the radar controller can allow the other aircraft past the cutoff point). I think it makes sense to add a mile to the cutoff points and changing the qualifier to the aircraft rolling. That way; when the radar controller receives the rolling call; they know it is okay to let the inbound aircraft past the cutoff point.




Synopsis: TOL TRACON Controller reported a loss of separation related to an opposite direction operation. The arrival and departure were not within the tolerance limits.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical/Electronic Panel & Parts
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 21;000 ft. during normal cruise we had DU1 & DU2 flashing red X's with associated check DU Cautions. Once the caution was pressed; the system reset; but failed again; it cycled this way several times. The First Officer was assigned to fly while the Captain referenced the QRH. The First Officer coordinated a descent and diversion to ZZZ as directed by the Captain. While running the QRH procedure; the Captain noticed the system status message that indicated there was an AGM1 failure. The Captain referenced the Check DU1 with AGM1 message and selected AGM2 for DU1. The crew requested assistance ATC in the form of vectors for the visual approach to Runway 1 at ZZZ. The Captain took the controls after regaining video on DU1 and then flew the visual approach to landing.


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


Synopsis: Flight crew reported multiple display unit failures; requiring a diversion.
Date: 201812
Local time of day: 0601-1200
Location: PDK.Airport, GA
Flight conditions: Marginal
Weather elements / visibility: Rain; Fog; 2
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D PDK
ATC / advisory: Tower PDK
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: RNAV 21L approach PDK airport. The flight crew made a mistake interpreting the approach plate. There was a visual step down point and we descended early to MDA 1;500 feet. A note on the plan view we missed briefing on. (LNAV only note Number 2 fix SEDOY was a visual descent point on the chart required 1;780 to cross for LNAV ONLY). The MDA LNAV for this approach was 1;500 feet MSL. We did have ground contact before MDA. PDK tower advised altitude alert which alerted the crew. A better review of approach plate on iPad will helpful.


Second narrative: The flight crew misinterpreted the approach plate and made a descent to the MDA too early during the RNAV Y 21L Approach into PDK. There was a visual descent point at which descent to the MDA would have been allowed; but this was overlooked and the flight crew descended the aircraft to the MDA of 1;500 feet MSL prior to this point. The flight crew had established visual ground contact prior to reaching MDA and prior to the visual descent point. PDK Tower gave us an altitude alert which alerted us to the issue and reason for further review upon landing.


Synopsis: Citation flight crew reported descending early on RNAV approach and receiving a low altitude alert from ATC.