elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 0601-1200
Location: AUS.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C AUS
ATC / advisory: Tower AUS
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was the pilot in command. A high-speed reject was accomplished at or near 110 knots. ATC was notified of the rejected takeoff; aircraft was slowed to a safe speed; and we exited the runway at the first available high-speed exit. All required calls were made and the QRH was referenced. After contacting the flight attendants it was determined that we could move the aircraft. We notified ATC that no assistance would be required and asked to return to the gate.




Synopsis: B737 Captain reported a high-speed rejected takeoff.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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 the initial climb I noticed the Number 1 engine oil pressure fluctuating lower than normal. By 1;500 FT HAT it became apparent that it was trending below the green arc. All other engine indications were normal. For a bit the oil pressure seemed to settle down in the green arc and we thought it might have been an abnormality with the oil pressure indication. We decided to be on the safe side and return to the field just in case. We advised ATC that we'd like to return; but at this point no emergency existed. ATC turned us to a downwind and we started preparing for landing. We made a quick PA to advice of the precautionary return and also let the flight attendants know. We reviewed the Low Oil Pressure checklist. Just about the point ATC started turning us on base leg for landing the oil pressure started trending down again; this time well below the green arc. We decided to actually run the Low Oil Pressure checklist which leads to feathering the prop. Because the pressure was not below 44 PSI; we did not shut down the engine. Because of the compression of time; we did not run the single engine landing checklist. An uneventful landing was performed and we were able to keep our taxi speed such that I felt fine clearing all runways and taxiing to the gate.




Synopsis: A Q400 Captain reported low Number 1 engine oil pressure that led to feathering the prop and returning to departure airport.
Date: 202005
Local time of day: 1801-2400
Location: SJT.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon IFR departure from SJT tried to pickup IFR clearance from both FSS frequency listed and DFW frequency. Unable to get clearance on ground. At this time local Tower and Approach/Departure Control had closed. [I] decided to depart VFR and pick up clearance in the air. It was a clear night with no reported traffic so departed VFR off of Runway 18. Set initial climb alt to 17;500 ft. At about 10 NM noticed alert from iPad that TFR was ahead. Ended up clipping NW corner. As soon as error was noticed immediate corrective action was taken to clear TFR. Time in TFR estimated at less than 20 seconds. Tower/Approach states 'When you're talking with us; you can proceed through the TFR.' We are normally talking to ATC; and routinely fly through the TFR without thinking about it - developed complacency toward the TFR. Tower/Approach control had just closed. Just before Tower closed; we heard an arriving aircraft ask about the TFR; and Tower reported that the area was not in-use and allowed the aircraft to fly through the TFR.Was unable to reach FSS or Center on the ground to open flight plan/talk to ATC. Elected to depart VFR and pick up IFR enroute.Had TFR displayed on moving maps on both iPads. Did not get our attention (factors: complacency mentioned above; fatigue after long flying day; just a ferry home). The TFR should have been displayed graphically on the aircraft's moving map; but the XM weather subscription recently expired. 'TFR' option was selected for display but not receiving XM data.Saw another aircraft in TFR; didn't occur to us it was a military drone until they called on radio. Having never operated there at night; maybe had assumption they wouldn't be flying when Tower closed.




Synopsis: Captain of a corporate jet reported a TFR violation occurred in part because their XM subscription had expired.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Climb
Airspace: Class D ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Event occurred due to a door seal failing and the pressure inside the cabin putting too much stress on the seal.On the previous flight the flight attendant complained that the main passenger door was louder than usual in flight. After landing I went out to inspect the door and found nothing wrong.After leaving ZZZ we were climbing through about FL190 when an extremely loud noise started. I was loud enough that it was difficult to hear the radios through the headsets. The Flight Attendant immediately called up to the flight deck to tell us that it was the door that was making the noise. We stopped climbing at FL200 and pressurization seemed to be holding. The First Officer and I discussed returning to ZZZ and decided that it would be the best course of action for safety; due to the possibility of loss of pressurization; and passenger comfort; due to the noise.We notified ATC of our intent; followed by Dispatch then the Flight Attendant and passengers. As we descended the noise seemed to decrease; and we were able to hold on the Runway 26 approach course while we burned enough fuel to get below landing weight. Once on the ground we returned to the gate; deplaned and called Maintenance. The mechanic found that the door seal had separated from the door from around halfway down the aircraft front side; around the first step and about a quarter of the way up the back.After replacing the seal and running multiple pressurization tests the seal was continuing to pop out of place.After the loud noise inbound to ZZZ; I could have called Maintenance even though I was unable to determine that anything was wrong.




Synopsis: CRJ-700 Captain reported a door seal failure during climb that resulted in excessive noise and loss of pressurization.
Date: 201403
Local time of day: 1201-1800
Location: LBE.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON JST
Second aircraft: Small Transport
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: While on a shallow VMC descent into the LBE area; Johnstown Approach advised us of King Air traffic at our 1-2 o'clock position. We advised 'traffic in sight' and the Controller responded with 'maintain visual separation.' Continuing our descent; the light twin also advised 'traffic in sight;' and again the Controller responded with 'maintain visual separation on the jet.' While monitoring our TCAS display; I recognized the necessity to increase our rate of descent; but the system still barked an advisory command. It was evident that we were on a converging course; something NOT conveyed to us by the Controller. Accepting the separation command; we essentially exonerated the Controller of all responsibility. It would have been nice to know initially the degree of threat the light twin actually was. In the future I will NOT call traffic in sight descending into this area; relinquishing my protection. I'm surprised the Controller did not advise the degree of threat posed by the twin.


Second narrative: Both aircraft were issued 'maintain visual separation' and both aircraft accepted. Never did Johnstown mention that the aircraft would be converging. As we descended; it became apparent that we were converging with the twin. The PF acknowledged this and increased his descent rate. As the courses converged; the twin asked Johnstown if the jet was descending and Johnstown acknowledged that we were descending. At some point; the TCAS sounded and was giving RA instructions. The PF continued his descent knowing that there was no substantial risk of collision and the twin was in visual contact the whole time.


Synopsis: A Corporate jet crew and light twin pilot both asked JST Approach about mutual traffic and were told to maintain visual but neither was advised of their converging tracks which resulted in the jet crew taking evasive action.
Date: 202008
Local time of day: 0001-0600
Location: JCF.TRACON, CA
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E JCF
ATC / advisory: TRACON JCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I took the sector with Aircraft X on route through the airspace at 16;000 feet. Our highest MVA (Minimum Vectoring Altitude) is 16;600 feet. The aircraft continued on route and the next sector gave a control instruction to have the aircraft climb which I issued. I lapsed and didn't think about the MVA at all. The aircraft climbed and was handed off to the next sector. The aircraft was about 10 miles and 1;495 feet away from the highest obstical in the MVA block.I am mostly irritated at myself for both missing the error and not taking action to fix the problem immediately myself. Normally I am hyper aware of MVAs yet this happened. I will be seeing about placing a memory aid on my settings as this is not something we deal with very often. In addition; I will not forget this anytime soon and will not let it happen again.




Synopsis: A TRACON Controller reported they forgot to issue a climb clearance to an aircraft and it flew below the Minimum Vectoring Altitude.
Date: 201906
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: There was a strong carbon monoxide smell in the cabin about thirty minutes into the flight. The flight attendants and flight deck detected it. I; Flight Attendant 2; began to feel like I was getting a headache and I tasted a metallic taste in my mouth. The flight crew called back and asked if we smelled anything because they were experiencing the same symptoms. The Captain then made the decision to turn around and go back to ZZZ. The entire crew was taken to hospital for testing. The #2; #4 flight attendants and the First Officer were released 3 hours later; but the Captain and #1 Flight Attendant remained.




Synopsis: A319 Flight Attendant reported a strong odor during flight resulting in health issues for flight attendants and flight crew.
Date: 201201
Local time of day: 0601-1200
Location: SEA.Airport, WA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SEA
ATC / advisory: TRACON S46
Aircraft component: Other Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Manuals; Human Factors
Primary problem: Human Factors

Narrative: Departing SEA; we were flight planned the Mountain 6 SID. PDC had a 'Revised Segment' (-SEA J70 MLP KU15M). We mistook that for a change to the SEATL4 SID. We intercepted the 161 degree radial; and missed the turn to 070 degree. SEA Departure Control then cleared us direct to NORMY.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: A B737 crew misread a 'Revised Segment' departing SEA and had a track deviation when they started flying the SEATL4 which was not on the PDC.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other push back
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During pushback; I noticed the wing walker sprinting back towards the aircraft with his wands set in an 'X' orientation indicating that we should stop. I looked back at the tug driver and tried communicating but noticed something wasn't right. The aircraft was still moving backwards; but the tug had stopped. I realized that the tow bar had become disconnected and began to make efforts to stop the airplane gently. I tried slowly applying the toe brakes and parking brake together. Thankfully the pushback was occurring towards an upslope so the plane quickly slowed on its own and we avoided having it tilt back on the tail or damaging the nose. With the aircraft stopped; the ground crew checked the nose gear and determined nothing was damaged so we continued with the flight. The ground crew noticed first; then I saw the tug slowly separating from the airplane.The ground crew admitted to not installing a safety pin on the tow bar; therefore allowing the plane to come unattached. [Suggest] Better training for ground crew on installing the tow bar.




Synopsis: Dash 8 Captain reported his aircraft lost contact with the tow bar during push back when the ground crew failed to use the safety pin.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ1
ATC / advisory: Center ZZZ1
Aircraft component: Emergency Exit
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
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 Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: While I was cruising about 60 Miles off ZZZ and 120 Miles to ZZZ1; I saw the Door Warning light just came on; I knew it was from the crew hatch so I tried to re-lock it tight but the crew hatch just came off and opened but still attached with the aircraft. So; I called [Operations Control] and returned to ZZZ. I safely landed back to ZZZ on Runway XXR. Nobody got hurt or injury and everyone seem pretty good.Knowing crew hatch was not fully locked and trying to relock. While I try to tighten the Open and Lock red switch and the D ring the crew hatch was opened in Cruise. I noticed that the D ring is kind of loose and easy to unlock on Aircraft X. Better judgment and decision of fix the problem later fly the airplane as always. Knowing what it is will making you wanna fix the problem. Also having hard day of flying long flight back to back will make your decision poor and not thinking a lot.




Synopsis: C-402 Captain reported the crew emergency escape hatch opened in flight resulting in an Air Turn Back..
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Test Flight / Demonstration
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was performing a maintenance test flight in an aircraft that had had a rough running engine the prior day. The previous day's event occurred in cruise about 10 minutes after departure when the engine started fluctuating back and forth about 250 RPM at about 4 second intervals. I landed at the nearest suitable airport.Maintenance replaced all 4 of the lower plugs stating that they were so bad when pulled out of the cylinder head the carbon/lead build up could be heard hitting the lower cowling. Maintenance returned it to flight pending a test flight which I did today. I did a runup with no issues and after departure stayed in the pattern and climbed to 6;000 MSL prior to turning for the aircraft's home airport and advised Approach I would be descending East of the airport. I was handed off to Tower about 6 miles out. Prior to this I had noted slight RPM fluctuations as in the day prior; but this time only about 50 RPM. After flying over midfield; however; the fluctuations had grown to 250 RPM drops. I advised Tower of the issue and that I needed to spiral over the left downwind leg for Runway 25 but they asked for me to spiral to the South. They asked if I was going to declare an emergency. I did so; they cleared me to land and I made a descent with power and carb heat on as the fluctuations were less at higher settings; I made an uneventful landing and was able to taxi in under my own power.




Synopsis: A C152 on a maintenance test flight suffered fluctuating RPMs; declared an emergency and landed safely.