elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1801-2400
Location: MIA.TRACON, FL
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The First Officer was flying the aircraft at the time; on downwind he asked for flaps 9.  When I selected flaps 9; we immediately received an EICAS warning for the flaps.  We then ran the flap failure checklist.  When we completed the checklist; I declared an emergency.  We advised the flight attendant; dispatch and maintenance control of the situation. I then took control of the aircraft and made a 0 flap landing. We made a safe landing; taxied the aircraft to the gate.  After we shut down the aircraft; I wrote up the failure. Once we had all of the passengers off of the aircraft local maintenance met us to talk about what had happened.  I showed them the write up and they said that they would take care of it.  The event occurred because of a failure in the flap system.




Synopsis: EMB145 Captain describes a flap failure during a visual approach with the First Officer flying. Checklist procedures are complied with and the Captain takes over the flying duties to accomplish the no flap landing.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Second aircraft: Sikorsky Helicopter Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On helicopter air to air; I announced while departing from field. Shortly after clearing the end of the runway I noticed a shadow cross the shadow of my aircraft. I was able to see [another] helicopter that had just crossed my path at a near 90 degree angle directly above me. I attempted contact again; and then on my monitored the frequency for the nearby airport without any contact. I am not sure of the vertical separation at the moment we were directly above & below each other. The attached link to go pro video does not accurately show how close we were; as the camera was blocked by the window frame as it is mounted approximately where NVG (Night Vision Goggle) would mount 3-4' above the pilot eye level.




Synopsis: Helicopter pilot reported a NMAC during departure with another helicopter.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb; Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
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: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On initial climb out lost #2 yaw damper followed soon thereafter by a Yellow Pump Lo Press ECAM (Electronic Central Aircraft Monitor). System pressure fluctuated several times from zero to normal; 3000 psi; and finally remained normal throughout approach and landing. Based on prior Yellow system intermittent pressure issues compounded by having Yellow Pump Depressurization Function deferred; elected to return to ZZZ. No [priority handling] declared since system returned to normal pressure. Intermittent hydraulic system failure.


Second narrative: Immediately upon takeoff from ZZZ received ECAM for Yellow HYD (Hydraulic) Press Low. Right ECAM showed pressure falling on Yellow system to 0 psi; pressure then began to climb back up and stabilized at 3050 psi. This same sequence happened 3 times in an approximately 2 min window. Due to history with the Yellow HYD system on the previous day ZZZ1-ZZZ leg; we elected to return to ZZZ to have maintenance look at the system.Intermittent failure of the Yellow HYD pump.


Synopsis: A300 flight crew reported intermittent loss of yellow hydraulic system and yaw damper.
Date: 201404
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Training / Qualification
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: We were given a climb via on our PDC except to maintain 7;000. We leveled off at 5;000 per the SID. We were given a climb and maintain 13;000. We discussed the new climb via procedure and were unsure if we needed to hear climb unrestricted to 13;000. ATC queried us why we were not climbing. We stated we were climbing via the SID. Page Controller kindly corrected us and we climbed to 13;000. We reviewed the new climb via procedure; and realized we were incorrect. This is a new procedure; and to a pilot is totally opposite to how we have flown in the past. This will take some time to get pilots to fly the new altitudes correctly.




Synopsis: A pilot climbing on the STREL2 SID was cleared to 'Climb Via' but stopped climbing at 5;000 FT at which time ATC questioned the climb delay; and then issued a correction along with a continued climb.
Date: 201304
Local time of day: 1201-1800
Location: MRI.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower MRI
Second aircraft: Cessna Stationair/Turbo Stationair 6
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I had just returned from the practice area; and did a touch and go on Runway 7 at MRI. Upon the go; I was told to continue 'right traffic for Runway 7; follow the red and white Cessna' (This is a third aircraft; another C172). The Cessna I was following was flying a fairly wide right downwind pattern and outside what is depicted in the AK Supplement. I had considered flying the standard pattern as depicted in the supplement; but determined that since we were pretty close; if I flew a tighter pattern; we may have a problem when he turned base; so I followed the same wide pattern directly behind him at a comfortable distance. Still at 900 FT MSL (800 AGL) and abeam the numbers; I reduced my power and as I reached for the first notch of flaps I heard someone on the radio say something like 'Merrill Tower... someone is at my 12 O'clock at my altitude...' This statement got my attention and I immediately saw a Cessna 206 a couple hundred FT below me and passing slightly to my left; he was flying generally east and I west). I went to full power and began to climb. I am not sure if the 206 pilot maneuvered in any way. I am not sure where he came from and was never told by ATC to expect apposing traffic as we normally get from MRI Tower. I had been too focused on keeping track of the aircraft I was following and my scan for other aircraft was not sufficient. Thankfully the 206 pilot saw me and said so on the radio. I believe that; due to the overlapping traffic patterns at MRI; a review of simultaneous runway use and procedures would not be unwarranted. I am in no way saying changes must be made; but maybe at least increased vigilance by ATC and traffic alerts. I will certainly be even more vigilant while in the traffic pattern.




Synopsis: C172 pilot experiences an NMAC approaching base at MRI with a C206; opposite direction in the pattern or departing ANC.
Date: 201702
Local time of day: 0601-1200
Location: PBI.Airport, FL
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E PBI
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying down trying to fly around the POTUS TFR in PBI and thought I was clear of the TFR but I wasn't; I made a big mistake and was intercepted for flying in the TFR. I knew about the TFR; had briefing on it and I flew just east of PHK airport; I thought I was clear but I miscalculated my course around the TFR; and I will absolutely make this a learning experience and not let this happen again. I will plan a better course around it and use better communication and ask the tower for permission or if I am clear to go through the POTUS TFR.




Synopsis: GA pilot reported he flew into a POTUS TFR and was intercepted.
Date: 201512
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading 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 Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Aircraft
Primary problem: Aircraft

Narrative: This is a recurring problem. When departing Manchester on the PPORT1 SID; NELIE transition; certain aircraft will fly the route until hitting the PPORT fix. At this point the FMS will kick out the rest of the departure and will navigate direct NELIE. This is an extremely dangerous situation as PPORT direct NELIE puts these flights in direct conflict with Boston departures on the HYLND4 SID and BOS arrivals on the QUABN3 STAR. The PPORT1 is designed to purposefully de-conflict these routes; having an aircraft not fly the full route can result in confliction with multiple other flights controlled by other sectors. In this case the pilot told me what had happened and that the plane was turning towards NELIE. I put him on a 200 heading to keep him away from the Boston departures until he was able to rejoin the SID at JJIMY. In the past; pilots were unaware of what happened and continued towards NELIE without notifying ATC. Fortunately with winter traffic volume we are able to notice the deviation fairly quickly; however; with heavier summer volume we may not notice the problem until two aircraft are already in confliction.




Synopsis: ZBW ARTCC Controller reports of recurring aircraft deviations while on the Manchester PPORT1 SID. Reportedly; the procedure is being programmed wrong in the FMS software.
Date: 201907
Local time of day: 1201-1800
Location: MCO.Airport, FL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MCO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Company Policy; Aircraft
Primary problem: Company Policy

Narrative: Flight was dispatched normally with an on time departure. As we pushed back we already noted that there were four [Company] flights with similar call signs plus a [different [Company] aircraft with a similar sounding call sign] all trying to taxi at the same time. While we had no direct errors regarding ATC instructions; we had several taxi instructions acknowledged by other [Company] flights; and there were several comments made regarding the similar call signs. One of those flights was also proceeding on the same route as us to a nearby destination. There were several other similar call signs airborne so we had to continue to be extra-diligent with regard to communications.




Synopsis: B737 Captain reported several aircraft with similar call signs were taxiing for departure at the same time causing confusion on the frequency.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Jet stream wind speed accelerated from 80 knots to 150 knots in a very short time. The aircraft autopilot and auto throttles couldn't adjust quickly enough to changing tailwind. Aircraft accelerated from .78 Mach to .82 Mach in a matter of seconds. At FL380; aircraft vertical velocity increased from 1500 fpm to over 6500 fpm. I disconnected VNAV and attempted to halt the climb but couldn't stop aircraft from climbing through FL410. Finally stopped ascent at FL420 and descended back to FL410. That was our assigned altitude. Reconnected autopilot and wind settled back to an 80 knot tailwind. Rest of flight was uneventful.


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


Synopsis: B737-700 flight crew reported a sudden increase in tailwind resulted in climbing through the assigned cruise altitude.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Other Person
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was providing a friend dual instruction in his J-3 Cub. At the conclusion of a landing transitioning to taxi and exiting the runway; the aircraft's left wing was lifted by the NW crosswind that existed. The student attempted to recover; and when a ground loop began; I called for the aircraft and attempted to recover. During the recovery; the left main landing gear stuck a taxiway exit sign and caused damage to the left main gear. A prop-strike occurred with engine at idle. We exited the aircraft and no further incident. Since this incident; I have spent a few days self-reflecting what I could have done as an instructor to prevent this mishap. I have taught tailwheel in various aircraft for years; and believe that I have too high of a tolerance to allow a student to get into trouble. Where my mindset existed that 'this helps them to learn from their mistakes;' while true; I have researched and explored with industry experts a better way to approach when I make the decision to intervene in a tailwheel aircraft. Moving forward; I plan to use a general 'two second rule;' that was discussed with me by an FAA DPE. In his opinion; if a student makes an error that isn't corrected by the time he counts to two; he will intervene on the controls. While simple; it's a great plan that I will start to incorporate into my dual instruction given.




Synopsis: J3 Cub flight Instructor reported ground loop during tail-wheel instruction.
Date: 201507
Local time of day: 1201-1800
Location: SEA.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E S46
ATC / advisory: TRACON S46
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Troubleshooting; Human-Machine Interface; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: While flying [our] aircraft [a CRJ700] we noted that the fms has different software; arrivals; approaches etc. seem to load differently. Extra fixes are added even when just selecting a runway. We were on the JAWBN2 arrival into Seattle. The JAWBN2 was loaded in the fms. We selected the appropriate runway and transition. Upon receiving clearance to descend via the JAWBN2 the captain initiated his descent to 12000 [FT]. Very shortly after we both noticed at the same time the south transition was loaded. The pilot flying disconnected the autopilot and climbed back up to our assigned altitude. We scrolled through the fms and noticed the south transition was first then a discontinuity then the north transition and another discontinuity. We never loaded a south runway in the first place. There was no loss of separation or any tcas messages. ATC did not get involved either. After later toying around with this specific fms; we noticed it automatically enters more fixes than usual while selecting arrivals or runways. It also creates multiple discontinuity's further down the pages unlike every other fms in the our airline's fleet. It has other unique features like autotuning the ils frequencies and activating them. Our unfamiliarity with this different software I believe caused this problem.  We should be made aware of differences in aircraft software to avoid simple mistakes that could lead to an unsafe condition. For example we have received bulletins on other differences these planes have (once operated by a different airline).




Synopsis: A CRJ-700 First Officer noted a specific aircraft's FMS loaded both north and south JAWBN STAR waypoints with discontinuities even though only the north transition was selected. This aircraft's FMS software is apparently unique to this aircraft and creates an additional distracting workload.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: At the time I took off from ZZZ this morning; a low cloud layer was moving in from the east; but the airport was still VFR. Immediately prior to my departure; I watched another aircraft take off; and observed him make a right turn and remain clear of the clouds. My plan was to do exactly the same thing. Tower cleared me for an early right turn to avoid the clouds. I took off; climbed at Vx; and made an early right turn. But it was not quite early enough to avoid the clouds. I inadvertently entered the clouds for about 10 seconds while in the turn. I quickly broke out of the clouds and continued on course. The airport went IFR shortly after my departure. Human factors involved were the desire to depart quickly; knowing that VFR conditions prevailed for the rest of the flight. I would not have attempted the takeoff had I not seen the other aircraft depart immediately prior to my departure and remain clear of the clouds. My decision to go was also influenced by the fact that I am instrument rated.




Synopsis: SR22 pilot reported inadvertently entering clouds after VFR takeoff.