elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 0601-1200
Location: CNO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D CNO
ATC / advisory: Tower CNO
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was assigned right downwind for landing on 26R at CNO. Instructed to follow an aircraft on a three mile final. I extended my downwind looking for the traffic. I identified traffic and turned on my base leg. As I turned final I was focused on the aircraft ahead of me wanting to insure I had proper spacing. As the aircraft landed and I approached the runway; I realized I had mistakenly identified an aircraft which was landing on 26L. Just as I was beginning my correction I was advised by the tower that I was lined up on 26L and had been cleared to land on 26R. I acknowledged and informed the controller I was correcting and would do a go around for landing on 26R. I was cleared for right traffic pattern and cleared to land on 26R. I continued right traffic and landed 26R without incident and felt there was no aircraft spacing violated. As a Flight Instructor I have probably landed at this airport a thousand times. I realize that a certain amount of this issue was focusing on the other aircraft and not my total surroundings. A good lesson on why we should treat every landing as a go around possibility.




Synopsis: Small fixed wing pilot reported mistakenly following traffic towards the parallel runway; was advised of his error and executed a go around.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; 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 Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I had to repeat control instructions because the pilot didn't understand what I said because I'm wearing a mask while controlling aircraft.Wearing masks while working traffic is not safe. I thought we were for safety first. The positions are socially distanced so requiring us to wear masks in addition is not safe; nor is it necessary for the health of others. This mandate is not following the science and is unsafe for the control of air traffic.




Synopsis: TRACON Controller reported having to repeat transmissions to pilots because they could not understand the instructions; due to reporter wearing a face mask.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon reaching the down wind phase of my flight I allowed my student pilot to land the plane. We both allowed the plane to get a head of us and we were rushing through our checklist and missed the landing gear. The airplane was equipped with an emergency landing gear system and horn when airspeed and manifold pressure drop below a certain point. Neither one of these went off because the land gear was pinned up; with means that the emergency system was disabled; thus the warning system did not activate. When flaring to land we heard a grinding noise and commenced a go-around because we realized that we had forgotten the landing gear. After successfully accomplishing a go-around; and landing we taxed to the ramp where we discovered that we had bent the prop; and we immediately notified the staff that was working at the airport; and the airport president called shortly after and we told her what had happened as well.




Synopsis: PA28 instructor pilot reports a gear up touch and go with a student at the controls after rushing through the Landing Checklist and missing the landing gear. The go-around is successful; but the aircraft and propeller are damaged.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Aircraft; Manuals; MEL
Primary problem: Aircraft

Narrative: Aircraft X arrived in ZZZ with a PIREP (Pilot Report) 'AMBER ECAM MSG COND FWD CRG ISOL VALVE'. A history check revealed that the aircraft had the same fault on [the day prior] and MEL 21-XXX C/N 11XXXXX was applied. The MEL (Minimum Equipment List) was cleared by ZZZ1 Maintenance on the RON (Remain Overnight) and the fault repeated during [the] flight to ZZZ. Since it didn't complete 1 flight cycle before faulting again I re-opened the MEL 21-XXX C/N 11XXXXX. About 1/2 hour later began researching for a TSM (Trouble Shooting Manual) and parts to update the item and that is when I found that the aircraft does not have a FWD cargo isolation valve installed. The MEL does not contain any effectivity information and the aircraft was clearly faulting a FWD cargo isolation valve. I had never heard of an Airbus displaying an ECAM (Electronic Centralized Aircraft Monitor) fault of a component that is not installed in the aircraft and had no reason to question that MEL 21-XXX was not an acceptable deferral for the fault.If aircraft effectivity was contained in the MEL this would have been avoided.




Synopsis: Air Carrier Maintenance Technician reports a conflict in aircraft parts documentation.
Date: 201704
Local time of day: 1201-1800
Location: CLT.TRACON, NC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication; Aircraft; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Descending via the RNAV arrival; 6000 feet was set with a managed descent. The airplane leveled off at 9000 feet just prior to WHIZE to comply with the bottom altitude restriction of that fix. The airplane; still in managed speed; was going to start slowing towards approach speed shortly after WHIZE. I selected speed to intervene and set 210 knots. I also activated the approach phase at that time. This is the point where I confused WHIZE with CAATT. After crossing WHIZE I thought we were between CAATT and EPAYE but we were actually still prior to CAATT. I selected open descent to get down to 6000 feet as quickly as possible; because in previous flights crossing EPAYE at 6000 feet had been a challenge. The Captain quickly realized my mistake; but we had descended to 8600 feet by the time I selected vertical speed zero and corrected.This was a basic aircraft and I didn't completely trust the vertical profile because we were not able to uplink updated winds; so only FL240 wind and ground wind was entered. I was too focused on making the 6000 foot restriction and not focused enough on actual aircraft position. I also thought that I was very familiar with the RNAV arrival and that may have led to my complacency on aircraft position.I will think very carefully before taking the aircraft out of its managed vertical profile on any RNAV arrival in the future. I will focus more on aircraft position and the status of managed automation on RNAV arrivals from now on.


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


Synopsis: A320 flight crew inbound on the CHSLY2 arrival into CLT reported making an error in which fix they were supposed to be flying.
Date: 202010
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Workload; Troubleshooting; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was conducting a training flight with my student practicing engine failure during flight. I intentionally shut down the right engine and attempted an air start with the unfeathering accumulator. The engine would not start and the propeller was still feathered. [Without success]; we tried an air start using the starter. The engine heavily vibrated for 20 seconds so we shut down and followed the procedure again; but the engine heavily vibrated again for another 30 seconds. We tried to adjust the power; but we had strong vibrations from the engine. After three unsuccessful attempts to air start the engine per emergency checklist; I decided to shut down and secure the engine; and come back to and land. I [requested priority handling]; joined left traffic and performed a one engine inoperative landing. We landed safely and were towed back to the ramp and parked the plane.




Synopsis: Multiengine Flight Instructor reported inability to restart engine inflight during training.
Date: 202110
Local time of day: 1201-1800
Location: ZAN.ARTCC, 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: Training
Flight phase: Cruise
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared area to perform ground reference maneuvers. While maneuvering; plane came up right on top of us and did not veer from our location. The other aircraft did not have ADS-B Out equipment; which is typical in the area.




Synopsis: Flight Instructor reported taking evasive action to avoid a near midair collision with another aircraft.
Date: 201808
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Unstabilized Approach
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At rotation (the First Officer and I) smelled a strong acrid oily smell; masks immediately on and gear selected up. Communications established. We agreed we needed to land ASAP. The First Officer notified the tower that we needed to return. The tower cleared us to land and gave us vectors to visual XYL; the vectors were too tight and a stabilized approach was not possible. A go around was initiated and was vectored to runway WZ visual backed up by an ILS; equipment was standing by; normal landed and cleared runway WZ; stopped on taxiway. Fire rescue did quick inspection of aircraft exterior. Fire chief radioed all clear and followed us to gate.At the gate; with engines off and APU on; the aircraft would not depressurize. APU bleed was selected off and outflow valve was manually opened. Passengers deplaned uneventfully.Smoke/Odor was limited to flight deck and masks were worn until downwind WZ; there was a problem seeing with the masks on as it was fogging up. I felt it was a safer option for me to see properly during landing. Notes:-Smoke/ Odor seemed to be less at lower power settings-Flight Attendants were given [proper] instructions on downwind for runway XYL-We were unable to contact dispatch or receive any landing data (First Officer was able to contact ops on their frequency and told them the situation and got a gate assignment)-Landing was under max landing weigh at approximately 130;000 pounds.-Take off to landing was approximately 20 minutes.




Synopsis: B737 Captain reported 'acid oily smell' on rotation and returned to departure airport.
Date: 201601
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Situational Awareness; Fatigue
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: To avoid exceeding duty time limitations we were required to execute a quick turn and promptly depart. During our time between flights we placed a fuel order with Dispatch for 34 gallons per side. Shortly after ordering the fuel we requested that the passengers be sent to the aircraft. We then proceeded to taxi out to runway and depart. Upon reaching approximately 2400 feet we observed that we had not received our requested fuel order. Although we did have the required one-way fuel; we decided that due to the winds aloft we would be subject to fuel constraints later in the flight and then decided to return to [the departure airport]. To avoid recurrence of this event; we will perform very thorough flows and make sure that we verify that fuel has been received prior to boarding the aircraft. All flows will be conducted thoroughly and as a First Officer I will verify that all flows and checklists are completed.


Second narrative: My copilot and I departed after a quick turn due to a duty time issues so we would not exceed our duty time we had put an order in for 34 gallons a side and did not receive it. We then proceeded to taxi and take off with enough fuel for one way but with the prevailing headwinds it would not have been enough to make it to our alternate if needed so we both decided to return to [the departure airport].


Synopsis: The pilots of a small transport aircraft reported departing in a time pressure condition only to discover that the requested fuel load had not been added. This resulted in a return to the departure airport.
Date: 202003
Local time of day: 0601-1200
Location: BWI.Airport, MD
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower BWI
Aircraft component: Position Computing System
Component problem: Malfunctioning
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: Troubleshooting; Confusion; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Airport
Primary problem: Ambiguous

Narrative: We were cleared for takeoff on Runway 15R at BWI. I was the Pilot Flying. When we lined up on the runway the data in my [display] did not look accurate. I elected to vacate the runway. We assessed the information and were re-cleared for take off with no further issue.


Second narrative: Prior to pushing up the throttles up for takeoff; the Captain stated that their [display] was not correct. I told Tower we were going to taxi clear as there was an aircraft on final. We looked down and the Flight Director was not displaying guidance even though the switches were on and the FMS correctly loaded.At the gate we had some kind of electrical MEL (I can't recall what). Also the IRUs were not aligning like normal. We called Maintenance who sent contract BWI Maintenance who told us that the gates at BWI had a problem with acquiring the GPS signal (this was strange as the terminal was north of the plane so that the plane had a clear path towards the equator). We discussed and the Captain decided we would push into the alley to try and get a signal. Again that didn't work and we discussed with Maintenance on the ops frequency who told us the closer we got to the runway it would work. We decided to taxi towards the runway. On the taxi out GPS 2 acquired a signal; but was intermittent. We pulled into the de-ice area adjacent to Taxiway P by Runway 15R. Finally we got both GPS signals to acquire which was required for our RNAV route and Required RNP FMS message.If the BWI gates historically have problems with acquiring the GPS signal; then a note about that (and if associated the Flight Directors not providing guidance) should be added to the company pages in the Jeppesen FD Pro App. If the failure was associated with the MEL; then a note about it and the flight directors not providing guidance should be added to the associated MEL in the B737 NG Minimum Equipment List / Configuration Deviation List.


Synopsis: B737 pilot crew reported the IRU's would not align; resulting in a rejected takeoff.