elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was flying my Cessna 182; an amphibious float plane; at 1000 feet AGL. When I was 14.5 NM out from [the destination airport] my engine stopped running. I called 121.5 to make them aware I was going to be making a forced landing into [a lake]. Upon landing on the lake; once we realized that we weren't taking on water and had no injuries; I powered down the master on the plane to conserve battery and called the Coast Guard. Once the Coast Guard arrived they towed us in. The reason for the engine failure was identified as fuel starvation.




Synopsis: C182 Amphibian pilot reported landing on a lake after experiencing loss of engine power due to fuel starvation.
Date: 201809
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight; Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Staffing; Weather
Primary problem: Staffing

Narrative: This evening the workload became too heavy to manage and I was forced to stop releasing flights as a last resort to maintain operational control.Within a two hour window I had the following issues:- Flight XXX1 reroute- Flight XXX2 reroute- Flight XXX3 reroute- Flight XXX4 reroute- Flight XXX5 reroute- Flight XXX6; ground delay program - Flight XXX7; ground delay program - Flight XXX8; ground delay program; multiple phone calls from ZZZ and flight crew regarding status of release.- Flight XXX9 changed alternate - Flight XXX9 changed alternate back - Flight XXX10 diverted - Flight XXX11 multiple phone calls from flight crew regarding status of release.- Flight XXX12 revised release twice; first for Captain's request for new route and flight level; second for application of MEL that required performance corrections.- Flight XXX13 long taxi out and eventual return to gate due to ground stop and thunderstorms.- Flight XXX13 refiled on different route to avoid thunderstorms and planned new alternate.- Advised multiple airborne and previously released flights of multiple moderate turbulence sigmets over Missouri; Illinois; Indiana; and Michigan.- Profiled flights that had not yet been released under the previously mentioned moderate turbulence sigmet.Four additional dispatchers were assigned in anticipation of irregular operations. Zero flights were removed from my desk.




Synopsis: Air Carrier Dispatcher reported that the releasing of flights was suspended after workload became unmanageable.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had received my IFR clearance; and was awaiting my release to depart from Departure while waiting behind the hold-short line at this non-towered airport. My departure was delayed by a larger plane departing from [a nearby] AFB. Another plane was behind me on the taxiway awaiting release as well. I had one radio tuned to Departure; and the other one tuned to the local UNICOM listening for traffic in the pattern.When I got my release from departure; before crossing the hold-short line; I looked to the right to see if any planes were on final. I saw one plane turning onto base. I had not heard any previous reports from planes in the pattern. It was my opinion that I had enough time to depart before that plane would land; so I lined up on the runway and took off.The pilot of the plane on the base leg didn't feel that I had left him enough time to land; and so he went missed. He flew above the runway and caught up with me at the far end of the runway where he passed overhead before turning onto his crosswind leg. I slowed down my climb in order to avoid a midair collision with the plane that was directly above me at that point. I continued on my way without further issue. This plane was apparently flying an approach speed faster than I had anticipated.In retrospect; I should have held my position behind the hold-short line longer in order to look more closely for the incoming traffic; and to judge their location and their speed. I could have listened longer on the UNICOM for pattern location reports. I had my second radio tuned to the UNICOM; but may not have focused on reports as closely as I should have since I was listening for my release from Departure.My corrective plan is to take more time at the hold-short line to observe; to listen to; and to talk to other planes in the pattern before entering the runway.




Synopsis: The pilot of a PA46 reported a near-mid-air-collision following takeoff from a non-towered airport when an aircraft on approach elected to go-around.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON 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)
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When the L1 door was closed there was a 1' gap visible from the outside (found by maintenance upon return). From the inside the door appeared to be fully closed and all flight deck door lights were out. After takeoff the cabin wouldn't pressurize (all air switches were in the proper position). The Flight Attendant called out of 5;000 FT with a loud noise coming from L1 door. We were cleared to descend to 3;000 FT. All notifications were carried out and we returned to [the departure airport].




Synopsis: A B737-700 main cabin door's bottom segment did not close completely which created a loud noise at the door after takeoff and the cabin would not pressurize so the flight returned for maintenance.
Date: 201712
Local time of day: 1201-1800
Location: DTS.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D DTS
ATC / advisory: CTAF DTS
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On [my] flight; I made a precautionary landing at KDTS for radio loss. Landing gear was placed down in the downwind. Both the floor arrow and green light on the panel indicated down and locked. After a normal landing; the nose gear collapsed at less than 60 knots. Damage was limited to the propeller; some skin and a bent nose wheel. No injuries for myself or my passenger. First flight out of annual inspection. Freshly installed transponder and navigation/communication radios with 14 hours on them.




Synopsis: A B35; Bonanza; pilot reported landing gear collapse during landing rollout.
Date: 201307
Local time of day: 1801-2400
Location: RKSI.Airport, FO
Flight conditions: IMC
Weather elements / visibility: 6
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: TRACON RKSI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Conditions: Night; IMC (200/3V260-360G24; 2 SCT 3 BKN 120 OVC) Heavy 611.0 Takeoff: Max Thrust/Flaps 15 (weight and gusts) V1 145/Vr 176/V2 183/Vfr 193/Vsr 251/Vcl 283 Clearance: RWY 15R ENKAS1K 10;000 FT takeoff and initial climb normal approaching SI704 aircraft was reaching the Vsr of 251. SI704 requires a nearly 90 degree turn so with consideration of the weight and light turbulence I opted to delay slat retraction and flew the turn at between 255-260 KTS. Rolling out of the turn on track to JUNHA; I called for SLATS RETRACT at approximately 260 KTS with a positive airspeed trend vector displayed and the bank was rolling from 10 degrees to wings level. At approximately 5 degrees of bank we received a momentary stick shaker of 2-3 seconds duration. We were boxed up against the PLI. I lowered the nose 2-3 degrees added some thrust and the stick shaker ceased. I continued acceleration to Vcl of 283. There was no Auto Slat Extension or 'Red' on the Airspeed Tape. Leveling off at 10;000 at Vcl 283 we received a secondary momentary stick shaker in light to moderate turbulence. I dialed the speed up to 300 KTS and there were no further stick shaker warnings. In summary the aircraft was heavy; there was some turbulence and the SID required maneuvering. The stall activation I believe was a function of these variables and the thin margins available with this weight. At no time was there concern about aircraft control or energy state.




Synopsis: MD-11 Captain reported momentary stick shaker while retracting slats during initial climb after a heavy weight takeoff.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class A ZZZ; Class B ZZZ1; Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Sector XX/XY combined at XY. I had just plugged in to receive position relief briefing. Before position relief briefing took place; Aircraft X broadcast on frequency 'I'm [requesting priority]; lost pressure and initiating rapid descent from FL230 to 10;000.' I told supervisor there was [a priority aircraft] and jumped over to D-side to start coordinating with appropriate sectors. While R-side was talking to Aircraft X; I was able to complete point outs to Sector XZ and XA; but the aircraft descended so rapidly that I was unable to complete point outs to ZZZ [TRACON] X and Y departure sectors before aircraft flew through their airspace. We completed handoff to ZZZ [TRACON] Z sector.In addition; I didn't know it was a formation flight and it was the wing man that had lost pressure and rapidly descended to 10;000 prior the lead aircraft descending to 10;000. Because it was a standard formation flight; the wing man was squawking standby and descended before turning transponder back on. I never even saw a target for wing man's aircraft. I'm sure that aircraft descended through all affected sectors before coordination was completed.I think the most helpful thing is this situation would have been for Aircraft X lead aircraft to remain with emergency wing man in descent; so we would have had a target to track.Although we probably don't [have] staffing for it; some sim training on unusual situations and emergency could be helpful.R-side was trying to give wing man a squawk code so he could have a target to track. I'm not sure if it would be better to have wing man aircraft squawk [code] or to instruct lead aircraft to descend with wing man; who was in emergency descent; so not to place additional burden on pilot.




Synopsis: Controller reported an airspace violation due to an aircraft that had a pressurization problem.
Date: 202002
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach; Initial Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: While being radar vectored for ILS 6 at Teterboro at assigned altitude 3;000 feet operating at the base of Class B airspace. Assigned speed 250 kts. Approximately 10 NM SSW of VINGS Intersection. Approach assigned altitude 2;000. I responded we were slowing to 200 kts for the Class B; the Controller instructed to maintain 250 kts. I stated we would be in excess of maximum speed. The Controller stated my authority supersedes that restriction and to maintain 250 or the Controller would take us out of sequence and vector us for a new sequence. My First Officer stated the Controller did not have authority to do that. I assessed the safety of the speed assigned and based on the proximity to the field no intervening traffic in front; behind or in proximity; I decided that without Class B being present the speed would be appropriate. As the Controller has authority over Class B. I elected to comply with the instruction and directed my First Officer to maintain speed and continue. The Controller asked again what speed we were maintaining and I responded 250 kts.




Synopsis: Corporate Jet Captain reported being instructed by ATC to maintain 250 kts below NYC Class B airspace while on the ILS Runway 6 approach to TEB.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At or near ZZZ VOR; I noticed the aircraft started to turn when on a direct clearance to fix ZZZ1. Followed quickly by an Unable RNP. I quickly went to heading mode and requested and was given a heading from ATC. Aircraft was about a mile left of course. Trouble shooting looked to be a GPS issue. Turned off GPS navigation and used IRS function and aircraft tracked courses normally. We changed flight plan with ATC to no GPS and continued on with a normal flight and approach and landing.




Synopsis: B767-300 Captain reported having a GPS issue resulting in a track heading deviation.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 3k feet Captain smells slight odor while on base leg for landing. Upon landing and after clearing  the runway aft fight attendant notified Captain of strong odor on approach and rollout but was dissipating once off the runway. Performed Smoke and Fumes checklist and taxied to the gate. Requested [airport support personnel] escort to our gate as a precaution and performed necessary checklist and paperwork. Fire and rescue detected traces of a strong volatile/organic odor with their equipment in the aft cabin. APU was MEL and flight crew made absolutely no attempts to start it.[Captain suggested an] increase preventative maintenance and repairs on fleet while moving towards decreasing reliance on MELs.




Synopsis: Air carrier Captain reported a fume event that was also reported by cabin crew during approach and landing. APU was deferred by maintenance at arrival gate.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Fractional
Operating under: Part 135
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL330; I started to smell a strange odor; I wasn't sure what it was or if it was related to the catering that the passengers were eating. I mentioned it to the First Officer and he also said he smelled something strange. He noticed that the smell got stronger when he looked to his right; thinking that it was the heat vent by his window; right away he noticed smoke coming from the cord that was connected to the iPad on board while it was charging. He immediately disconnected the cable from the USB charging station and the smoke stopped. He inspected the USB charging station for any possible damage and none was found. There was indication that the cord smoldered a bit where it connects to the iPad. We continued the flight and landed at our destination without any further incidents.




Synopsis: BE-400XP Captain reported smoke and odor coming from his First Officer's iPad charge cord while it was connected the USB charging port.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action

Narrative: Departing uncontrolled [airport X] behind a flight of two aircraft. As taking off; Cessna inbound calls coming in from South to enter an Upwind for the runway giving no distance out. This is not our standard entry. As I became airborne; they announced they were upwind. I looked over and saw the Cessna. I was a bit faster and climbing. I announced to the Cessna I had them in sight. And would turn to depart the pattern and pass above and behind them. The pilot said they did not see me on the runway and was wondering what they should do. It was never a conflict or dangerous situation; but only because I saw the other plane and heard the non-standard upwind entry. I turned well above and behind them. Aircraft at this airport cross midfield to enter not upwind and turn into the traffic pattern (which already had several planes doing closed traffic.)  Similar issue at the next airport [;airport Y;] we approached doing a practice ILS. Transitioning traffic said they had traffic in the pattern in sight and would remain clear; but then did not alter heading or altitude. Never a conflict issue; as we climbed above them by 500 feet and passed well behind them; but another example of people treating an airport pattern as if they were the only plane flying.




Synopsis: Pilot reported non-standard traffic pattern procedure by other aircraft at two airports.