elihoole/asrs-aviation-reports huggingface dataset:
Date: 201204
Local time of day: 0001-0600
Location: ZAN.ARTCC, AK
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: At cruise FL320.  Received CPDLC message from PAZN to contact Anchorage Center 132.85.  Multiple attempts were made with no success; while passing within 20 miles south [of] CDB.  Multiple other aircraft all seemed to have the same difficulty.  Contact was maintained with PAZN CPDLC at all times.




Synopsis: A B747-400 Captain reported difficulty contacting Anchorage Center when directed by CPDLC message. Reporter noted several other aircraft had the same problem.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were given a clearance to descend via the arrival into ZZZ and were at FL370. We also were instructed to maintain 270 kts until ZZZZZ intersection and then resume published speeds. 6;000 ft had been put into the altitude window for the bottom altitude of the profile descent and DES was indicated on the FMA for a managed descent.  Aircraft was being operated with autopilot 2 engaged.  FO was PF and is a new hire.  We were both looking at the FO's MCDU as I was explaining how to put the 270 knot restriction on the DES page.  We both felt the plane abruptly pitch up and begin a zoom climb and depart FL370.  I looked at all the instruments to determine why the aircraft started the climb; initially believing that a protection had been activated or we had suffered an undue activation of alpha protection malfunction; but neither was the case. AP never disengaged on its own. AP was disconnected and aircraft was leveled at about 38;800 ft then a descent was begun.  I advised ATC of the event.  AP 2 was then reengaged.  It appeared that the aircraft was starting to climb again so AP 2 was again disconnected.  We engaged AP 1 and resumed normal operations on that autopilot.


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


Synopsis: A319 flight crew reported an abrupt; uncommanded pitch up and climb when the FMS was set up for a Managed Descent using Autopilot Number Two. Normal operations were resumed with the use of Autopilot One.
Date: 202112
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other no aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Second reporter function: Other / Unknown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Chart Or Publication; Company Policy
Primary problem: Human Factors

Narrative: Around the last week of Month during our move from the west hangar to our new facility in the east side of the airport many pallets with un-serviceable back hold parts were loaded on trailer trucks without the proper dangerous goods documentation or undeclared; with the final destination of ZZZ1. They were loaded following instructions to do so by our leadership team. We were unaware of the present of Dangerous Goods in many or several of these pallets and were not instructed of the need to provide any Dangerous Goods documentation only to load the pallets onto the trailer trucks. We neither had the system to retrieve any information that would have alert us about the presence of these dangerous goods parts.


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


Synopsis: Air Carrier Ground Personnel reported notification of a Hazmat violation regarding the ground transport of Dangerous Goods pallets without required documentation.
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: We operated Aircraft X from ZZZ1 to ZZZ on date.  We flew the ZZZZZ arrival into ZZZ1 and were told to expect the LDA-Z Runway XX approach. At the time; the ceilings were OVC012; but later changed to appropriately BKN006. On the arrival; the First Officer (PF (Pilot Flying)) was behind the airplane at times.  Other times he did manage it well. We were given 3;000 and we'd briefed the fact ZZZZZ1 was on the arrival and the approach. But; according to the banana bar; we'd reach 3;000 well past ZZZZZ1 even though the final segment was 2;100 ft. I kept giving the First Officer guidance throughout the arrival and approach. At one time; in an attempt to gain a stabilized approach prior to 1;000 ft.; I increased his rate of descent on the vertical speed and verbalized what I was doing to correct our situation. However; we crossed 1;000 ft. AGL and we were not stable. I called for a go-around.  There was no reaction. I transmitted on the radio that we were going around and took control of the aircraft by verbally declaring 'my aircraft'. In the meantime; between 1;000 ft. and final initiation of the go around; we received an 'caution obstacle' aural announcement and an amber GND PROX switchlight advisory.  I specifically briefed this scenario with the First Officer after his approach briefing; due to an unstable approach and subsequent go-around on the ZZZZZ1 Visual to Runway XX on a previous leg during this trip. I explained there was zero room for error on the approach due to the buildings and prohibited area X; in addition to the adherence to standards. The following day; the First Officer told me when I called for the go around; he looked at his EFB; then saw buildings below us out his side window; consistent with our normal flight path.  I flew the second approach to Runway XY; as the ceilings went below minimums for the LDA-Z (OVC003).  The landing was made without further incident.




Synopsis: CRJ-900 Captain reported an unstabilized approach and an obstacle alarm on the go-around.
Date: 201301
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: While on approach to SJC airport about 10 southeast of KLIDE; NORCAL gave us direct to KLIDE maintain 5;000 feet until established on final; cleared visual approach Runway 30L. We were in perfect VFR conditions in sterile cockpit. We leveled at 5;000 feet and just about to slow about 7 miles from KLIDE when a TCAS target at approximately 11 o'clock and 4 miles popped up on the TCAS 900 feet below us climbing and on a convergent path with ours. Both the PF and PM communicated about the traffic and we both began looking visually for the traffic. About 20 seconds later the TCAS target turned red about 400 below our altitude and still climbing. Neither of us had the traffic visually. The TCAS then issued a climb RA and we followed the TCAS RA in accordance with SOP climbing to approximately 5;900 feet before receiving a 'clear of conflict' aural message. The PM acquired the traffic during the maneuver and estimated the single engine high wing aircraft to pass approximately 300 feet off A/C left with the closest RA target indicated in red showing -200 as the RA maneuver was followed. ATC was notified of the RA and our altitude. No prior ATC advisory from NORCAL was issued prior to the RA event. We subsequently continued our visual approach and landing at SJC with no other abnormal issues.




Synopsis: An Air Carrier First Officer reported a near miss at 5;000 feet with an small aircraft as it climbed near KLIDE intersection while on approach to SJC Runway 30L.
Date: 202201
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin pressurization seen by crew to increase rapidly. Shallowed climb; consulted QRH. Manual mode momentarily allowed control; then cabin continued to climb with airplane. Amber then Red EICAS (Engine Indicating and Crew Alerting System) illuminated and Passenger Oxygen Masks deployed. Leveled aircraft at 10;100 ft MSL; [requested priority handling]. Vectored for ILS return. No injuries or damage occurred.




Synopsis: Captain reported cabin pressure controllability issues caused an air turn back and precautionary landing.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On climb out at approximately 7;000 feet we heard a loud impact sound on the left forward fuselage. The First Officer (FO) stated she briefly saw a large white object pass by so we suspected a bird strike. Initially; all flight instrument indications and system parameters (engines; flight controls; pressurization; hydraulics; electrical; radar) appeared normal. During our assessment and after a few minutes the #1 flight attendant called and stated that she and the #3 flight attendant were hearing a strange sound coming from the left engine and felt a strong vibration in the floor of the aircraft. While on the interphone the FO and I also felt the vibration and briefly saw the left engine vibration indicator (N3) jump. We then requested from ATC a turn back. We sent a free text message to dispatch and a radio call to operations informing them of the situation and briefed the flight attendants of our intent. We made the appropriate PA's. We then switched control of the aircraft to Captain Flying and accomplished the Overweight Landing and Emergency Landing checklist. Pulling off the taxi way we had Aircraft Rescue Firefighting (ARFF) inspect the landing gear for overheating and the left engine for damage or leaks. After satisfactory inspection we proceeded to the gate without further incident.


Second narrative: [Report narrative contained no additional information]


Synopsis: B757 flight crew reports a loud impact on the left radome; from a large bird at 7;000 feet. Initially no anomalies are detected but then the flight attendants report a strange sound and a strong vibration coming from the left engine. The crew also feels the vibration and elects to return to the departure airport.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR; 10
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Completed run up for departure on Runway XX at ZZZ. Normal performance during run up. Took runway. Stopped. Ran engines to 20 inches manifold. All gauges green. Released brakes. Accelerated to blue line. Rotated. Within a couple seconds and roughly 20 ft. above runway; airplane was shaking and stall warning was intermittent. Put nose down or tried. Very difficult to get nose down. Trim was set for take off and autopilot off but it felt as if that was not the case. Decided to abort take off. Put nose down and brought power back. Landed quite hard. Kept directional control and exited runway. Returned to FBO. Inspected plane. Found evidence of tail strike. Loose tail cone would interfere with elevator function. Elected to not fly the plane. Put it into FBO hangar.




Synopsis: Cessna 340 Pilot reported a rejected take off after a probable tail strike caused damage to the fuselage tail cone and jammed the elevators.
Date: 202001
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Second aircraft: A320
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: One sector did a flash through from another sector for Aircraft X at 37;000 feet coming from the north. They also had Aircraft Y coming from the west at 37;000 feet. The conflict point was 10 miles inside my airspace. I accepted the handoff for Aircraft X and he was switched to my frequency. Then when they started flashing Aircraft Y at me; I tried to call to tell them to descend Aircraft Y. They were 4 minutes from the confliction point at this time. The conflict alert started flashing and they didn't respond to several calls on the shout line. Once they were 3 minutes from the conflict and with no response or action from the sector I descended Aircraft X to 36;000 feet despite that aircraft being still inside the other sector's airspace. They also violated my airspace because I hadn't taken the handoff on Aircraft Y until he was 2 miles from my airspace. Still no call from them to coordinate.ZDV continues to give ZKC aircraft that are on a collision course without doing anything about it. This has been brought up the chain several times with numerous instances; this being one of the worst. The controllers at ZDV clearly either aren't trained well enough or just don't care. The fact the aircraft had conflict alert going off while both were in their airspace and nothing was done nor was any communication given seem to demonstrate a lack of concern and that is a major safety hazard.




Synopsis: ZKC Center Controller reported the adjacent Center sector handed them off two aircraft on conflicting headings at the same altitude.
Date: 201509
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Dawn
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness
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; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Due to rest requirements; I arrived at the aircraft an hour after the PIC. When I arrived at the aircraft; the PIC had already obtained the clearance and loaded the flight plan into the navigation unit. The PIC briefed that the clearance was 'radar vectors' to GAYEL flight plan route. I asked if we were cleared via the initial climb portion of the SID. No; radar vectors.Shortly after takeoff; checked in with departure control. Then shortly after checking in; departure controller said that it looked like we were not on the SID. The SID called for a turn to 295 at 1;000. I replied that we were on radar vectors. The controller gave us a turn to 285; then a heading to GAYLE. I believe we should have done the initial climb portion of the SID; then expected radar vectors to GAYLE; but not hearing the clearance; I took the word of the PIC.




Synopsis: First Officer reported that they flew the departure via radar vectors to a fix. ATC questioned them why they were not flying the SID. Controller then gave them a turn to join the SID. First Officer took the word of the pilot in command.
Date: 201412
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B NYC
ATC / advisory: TRACON N90
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: During arrival into EWR with New York Center they descended us to 7;000 feet. After a few minutes at 7;000 feet the frequency went silent; so on COMM 2; I monitored 121.5. A few seconds later we heard ATC calling us telling us to switch to New York approach 120.15. I switched over and checked on and heard 'Aircraft X turn left heading 100 and descend to 5;000 feet.' I read back the instructions and didn't hear anything else.  About a minute later we hear 'Aircraft X are you here?' I respond yes and with last instructions given. He said those were not our instructions; but to continue with the 100 heading and 5;000 feet. He then questioned what happened and I explained that the frequency went silent and we monitored 121.5 and heard the switch on 120.15. I explained that we checked on; were given instructions; read back the instructions; and no further calls from ATC were heard. The flight continued with no further incidents and a safe landing was made. If we weren't descended so early into EWR; or had switched earlier I believe this event could have been avoided.


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


Synopsis: A DHC8 flight crew briefly lost communications with ATC on VHF-1 which they attributed to an early descent. They monitored the guard frequency and picked up a new frequency assignment. There was confusion about a heading and altitude assignment.