elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Control Valves
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Aircraft had left pack deferred and off. Right pack seemed to be functioning normally. Normal climb out [from the high elevation airport] via radar vectors. Passing approximately 13;000 feet; Bleed Trip Off light illuminated; cabin pressure was lost; and cabin altitude horn sounded and light illuminated. I immediately began a descent to 10;000 feet. FO got his oxygen mask on and informed ATC. We were cleared to 10;000 feet. Because we were roughly on a downwind and close to the airport; I elected to return to the airport instead of following the QRH procedures. Storms moving into the area was another reason to return. We landed without incident. We completed all checklists normally. Not an overweight landing. This occurred because maintenance allowed a single pack aircraft to operate to a high elevation airport with anti-ice use required. When the right pack kicked off; we were unpressurized.  Although the MEL allows for pack deferral; in this case it was a bad decision to allow it. It should have been fixed not deferred. Suggestions: Don't operate single pack to a high elevation runway.


Second narrative: When the AML was checked we saw the left A/C Pack was deferred and completely out of service and cannot provide any air at all. We made a mental note of that [and] pulled out the proper checklist for one pack operation for takeoff and landing. The takeoff was normal until we did the checklist to reconfigure the air conditioning system. When the checklist was accomplished; the Bleed Trip light on the right side illuminated. The cabin rate indicated the cabin was now climbing at the same rate of the aircraft. I advised the Captain that the I couldn't control the cabin and we decided to return to the airport since we were still in close proximity of our departure airport.


Synopsis: B737-800 flight crew reported they were dispatched with one pack inoperative; and they elected to return to departure airport after the remaining pack failed because of a bleed trip.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Training / Qualification; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was using a safety pilot and view limiting device to log instrument approaches to regain IFR currency. I was on climbout/missed approach from a low approach to a practice ILS X at ZZZ. I was told to by the Tower to 'proceed on course' after having previously told the Approach Controller I was headed next to ZZZ1 for the next approach. I was switched to ZZZ Approach at about 1;800 feet MSL on climbout and reported 1;900 feet for 3;000 feet direct ZZZ1. I was told 'Radar contact' and nothing else specifically.On climbout I was trying to set up my Garmin 430W for the next approach; and get a new program on the iPad (Foreflight vs. Garmim pilot I had previously used) to post the selected approach for ZZZ1 on the map. I had trouble with my glasses fogging up due to wearing a COVID mask in the plane and was experiencing updrafts/turbulence. The time to 3;000 feet was shorter than expected and due to the above distractions; I did not notice I was passing through 3;000 feet until I hit 3;250 feet at which point I reduced power and pushed the nose down. I was back to 3;000 feet within 15 seconds. I heard nothing from ATC regarding this; probably due to being VFR and no altitude restriction issued by ATC. I was able to verify all audio and events/altitudes due to a GoPro running to capture the flight.While I was VFR and there was no traffic nearby; if this was IFR; I would have had the same challenges and it would most likely been an altitude bust. There needs to be the same discipline applied to 'practice' instrument work as there is during the real thing in IMC; or the bad habits and distractions you allow during practice will seep into operations in general. I should have left the gizmo programming for level flight and popped the glasses off if the mask induced fogging was a distraction. I should have made the instrument scan primary rather than assuming I had more time than I actually had to program while getting to 3;000 feet.




Synopsis: GA pilot with a safety pilot reported an altitude deviation during climbout.  The pilot cited distraction from goggles fogging up and turbulence was a contributing factor.
Date: 201208
Local time of day: 0601-1200
Location: ZZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown; Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: When flying VFR to ZZZZ at 9;500 FT due to overcast ceiling; ATC reported ceiling 1;000 BKN and 20 miles from the field to descend to 030. At 3;000 FT I was over the broken clouds and was transmitted for me to 'report runway insight;' which I did at one mile once I saw runway insight. After reported; ATC gave me clearance to land. With the checklist on my hand; I started the procedures; gear down; etc. The motor was running. I was too close to the ground when I noticed that the gear did not come down. I tried to go-around; but it was too late. I realized too; with the prop hitting the ground; there was not enough time to climb.




Synopsis: C172RG pilot reports a belly landing when the landing gear fails to extend prior to touching down and the propeller contacting the runway. A visual approach was being attempted through a broken cloud layer.
Date: 201504
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pax Seat
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Workload; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Passenger traveling with his family informed another flight attendant that his daughter was injured by the armrest falling and hitting her behind the right earlobe. I checked on passenger and family and provided an ice pack. The child who is 3 years old was crying and had a large bruise behind her ear and a swollen earlobe. I checked the armrest. It would not stay in the up position properly. It would retract and snap forcefully down into the down position. I informed the captain about the armrest and that the passengers had requested EMT to meet the flight. I checked on the family every 20 minutes. The little girl seemed to be better by the end of the flight.




Synopsis: A B737-800 Flight Attendant reported a three year old child injured when a passenger seat arm rest forcefully fell and struck the child behind her right earlobe causing a large bruise and swollen earlobe.
Date: 201202
Local time of day: 1801-2400
Location: C90.TRACON, IL
Flight conditions: Marginal
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Result: Flight Crew Returned To Departure Airport

Narrative: Shortly after departure; during landing gear retraction; we received an aural and visual gear disagree warnings. It appeared that the nose landing gear did not retract as per normal cycle. We completed the appropriate QRH checklist which directed us to land at the nearest suitable airport. We advised our Dispatcher in charge that we were returning for landing and needed performance information. We advised ATC of our situation to return and later declared an emergency prior to a precautionary landing. A planned overweight landing with a return to our departure gate was executed successfully. Discrepancies were recorded in the aircraft maintenance flight log.


Second narrative: [No substantive additional information was provided in the secondary narrative.]


Synopsis: A CRJ-700 flight returned to their departure airport for an overweight landing and maintenance following failure of the nose gear to retract.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Physiological - Other; Troubleshooting; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I fly X type missions; for which I'm wearing a mask; which I knew harms the sealing of my active noise reduction headset (and as a result reduces the sound quality; bringing in some ambient noise). It was not until yesterday that I realized how disruptive this is.I was flying on the last leg of my IFR flight plan; from ZZZ to ZZZZZ (from there to my destination - ZZZ1). ATC called me and said something about heading 290 with ZZZZZ in it; I assumed they're telling me I need to fly 290 to ZZZZZ (and from there proceed as usual). That's what I did; ATC got (rightfully) upset and told me that I was asked to fly 290; which I then did and later cleared for a visual approach to Runway XX at ZZZ1.Listening to the recording on liveatc.net; I could clearly hear the ATC telling me to depart ZZZZZ at heading 290. That 'depart' is the one piece of the puzzle I didn't hear during the flight.On my way back - no passengers; no mask - all of a sudden ATC sounded much clearer. It made obvious to me this has to change; and I need to find a mask that does not interfere with my headset.




Synopsis: Single pilot reported unable to understand the Controller's instruction clearly due to the pilot's face mask interfering with the over ear headset.
Date: 201809
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: King Air C90 E90
Flight phase: Cruise
Aircraft component: Engine
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [While in cruise flight] at 10;500 ft.; [I] noticed [that the] torque gauge was fluctuating on the left engine. I then noticed oil pressure was dropping. [I] made a 180 turn back for ZZZ was talking to the Chief Pilot. We agreed that I needed to shut down the left engine and make an emergency landing at ZZZ. Once on the ground; safe; [the] aircraft was towed over to Maintenance. [They] found that the dip stick was laying on top of the engine. [They] filled [the] engine with oil; test ran [it] and Maintenance returned [the] aircraft back in service. [The cause of the incident was an] inadequate preflight check.




Synopsis: BE-90 Captain reported diverting to an alternate airport after inflight shutdown of the left engine; where a ground inspection revealed the oil dipstick was not returned to its receptacle after preflight inspection.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Cloudy; 10
Light: Daylight
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The takeoff was uneventful and our clearance assigned an altitude of 3;000 feet. We were turned over to TRACON where we were given a clearance to climb to 9;000 feet. After entering the overcast at about 3;500 feet and climbing we received an AOA deice Caution and Warning System (CAWS). At about 6;000; and in IMC; I felt that given the forecast icing along our route; it necessary to return to [departure airport]. We told ATC that we wanted to return for a maintenance issue. We were asked if we were [advising of an emergency situation]. Since we were not seeing any airframe ice at the time we responded no.We were given vectors and a descent and during that maneuvering in IMC we noted an avionics buss CAWS and a non-essential buss CAWS with both Electronic Attitude Direction Indicator and Electronic Horizontal Situation Indicators on both the Pilot in Command and Second in Command panels going blank. I transitioned to the peanut gyro and Radio Magnetic Indicator for maneuvering and [advised ATC].We re-entered VMC at about 3;500 feet and had visual contact with [departure airport]. We landed without further event.


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


Synopsis: PC-12 flight crew reported returning to departure airport after experiencing multiple electrical anomalies.
Date: 201712
Local time of day: 1801-2400
Location: DCA.Tower, DC
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: After lengthy vectors; and slowing to speeds requiring flap extension we had to perform a go around while on approach with the River Visual 19. Vectored back around for another river visual with same slow speeds at low altitude resulted in us hitting min-fuel numbers mid-approach. Due to the high workload we refrained from attempting to interject on a busy tower frequency to declare min fuel; as we were already well established on the approach. In retrospect; I should have just delegated to have the First Officer declare min fuel in accordance with Company Policy.


Second narrative: After an extended period of vectors and speed changes for sequencing into DCA; we were forced to go-around from the river visual runway 19 at 300ft agl. While being vectored back into sequence and turning back towards the river visual inbound to Fergi; the amber caution for min fuel illuminated. A high workload caused by scanning for dense traffic and setting back up for another approach; as well as considering we were already in sequence; cleared for the approach and inbound to land lead to the decision to focus more on the task at hand rather than waiting and attempting to make a call on the congested frequency.An attempt by me as pilot monitoring still should have been made to atc to advise them of our min fuel situation as soon as any opening came up after everything was set up for the approach to hopefully prevent yet another go-around.


Synopsis: ERJ-175 flight crew reported not declaring 'Minimum Fuel' during assigned go-around vectors for another approach due to congested landing traffic and high workload.
Date: 201302
Location: ZZZ.TRACON, US
Aircraft: Beech 1900
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Baron 58/58TC
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Beech 1900 was level flight at 030 heading 140 and was issued traffic for a non associated track VFR maneuvering between 025 and 035. Beech 1900 reported no traffic observed and was issued a turn to heading 120 for traffic. Beech 1900 then reported traffic in sight and was instructed to maintain visual separation from the VFR traffic and a turn when able to heading 140. Beech 1900 read back instructions. Baron 58 was level at 040 on a converging heading with Beech 1900. The Controller was unable to exchange converging traffic information due to Beech 1900 reporting that previously issued VFR traffic had turned 'into him' and he was climbing to avoid. The Controller informed Beech 1900 unable a climb due to converging traffic at 040 and advised Beech 1900 to turn left/right or descend immediately. Beech 1900 reported unable as climb had already been initiated and was level at 033. Traffic was issued to Baron 58 about converging B1900 traffic but no read back was given. Beech 1900 then reported descending to 030 and VFR traffic no factor. The Controller reissued traffic to both Beech 1900 and Baron 58 for converging headings. Approximately 5 minutes later the VFR target was observed tracking northeast and climbing; when the aircraft called and requested practice approaches and identified himself. While the actions of the VFR aircraft could not be anticipated; and Beech 1900 was responsible for visual separation; the Controller is of the opinion that the 'FUSION' system makes it very difficult to observe direction of flight and turning trends of aircraft due to the constant updating of target display.




Synopsis: TRACON Controller described a loss of separation event listing the 'FUSED' RADAR system as a causal factor.
Date: 201903
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While on the arrival into IAH we were descending through 10;000 feet and started making a turn. Autopilot was on vertical speed and LNAV. We then went through some unexpected wake turbulence. Lateral mode then kicked off; due to the turbulence; vertical mode was still on though causing us to overfly the turn. I hit NAV mode again and it recaptured but it was using a shallow bank (less than 15 degrees). The Captain then suggested steepening the bank. I then used TCS mode and steepened the bank to get back on course. At this point ATC gave us a heading and we explained what had happened to them. Some threats that were involved include high work load; we were slowing down turning and coming through 10;000 feet. It was fairly smooth; so we were not expecting any wake or turbulence. After lateral mode turned off we fixed the problem as quickly as possible. Some things I learned is that we could have informed ATC after the turbulence happened.




Synopsis: EMB First Officer reported a track deviation occurred on arrival into IAH when a wake encounter caused an autopilot lateral mode trip off.