elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exhaust Turbo Charger
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On an IFR flight plan; I had been cleared to climb to enroute altitude of FL210. Power was set to cruise climb: 35 inches; 35GPH; 2400 RPM. At approximately XA:35 local (flight time approx 20 min) the aircraft experienced a significant but partial loss of power (MP (Manifold Pressure) dropped from 35 inches to 18 inches)I immediately lowered the nose to level flight and requested vectors to the nearest airport; Center provided this for me. I went through the 'Lost Power' checklist including boost pump on; switch tanks; switch mags; throttle & mixture adjustments. Turbocharger failure seemed to be the most likely cause; I then followed the Piper checklist for turbo failure including mixture to lean. Nothing raised MP above current level (18-19 inches).Approximately 7-8 minutes after power loss I saw an obvious drop in oil pressure. At this time I calculated we would arrive with plenty of altitude; and reduced power to near-idle in the hopes of saving the engine for use during landing if needed.As I approached the airport; the Center controller asked me to [request priority handling] due to proximity to restricted airspace. I initially declined knowing I could stay clear of the airspace and maintain a direct heading to my preferred airport. I did [request priority handling] a few moments later based on the controller's request.Center cleared me to land. Within 3-4 miles of the airport our altitude was over 6;000 feet; I initiated a right 360 and began a more rapid descent. Upon rollout to our original heading; the airport was visible off our left wing. I proceeded to the airport and an uneventful landing. At no time after power reduction did oil pressure drop below normal (green) operating range. An aircraft on the ground notified me of a heavy smoke plume coming from the exhaust.After shutdown I visually inspected the aircraft; found large amounts of oil in the belly and dripping from the right exhaust stacks.The following day I returned to with a replacement turbocharger and the mechanic who has always serviced the aircraft. His inspection confirmed catastrophic failure of the right side turbocharger. It was replaced; the aircraft was returned to service same day.




Synopsis: A general aviation pilot reported the loss of engine power during climb in a Piper PA-46 due to a failed turbo charger.
Date: 201705
Local time of day: 1801-2400
Location: MCO.Airport, FL
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm; Rain
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MCO
ATC / advisory: Tower MCO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors; Environment - Non Weather Related
Primary problem: Weather

Narrative: During the ILS Approach into MCO; we encountered a sudden and violent 30-40 degree roll to the right at approximately 800 AGL.  Although the precipitation was steady; until that point the ride was smooth. We did NOT receive any windshear alerts. It's possible that we encountered wake turbulence from the previous aircraft. We immediately executed a go-around and encountered moderate turbulence; frequent lightning flashes and heavy precipitation. During the climb; as we approached level off; the Captain slowed the ascent but then continued above our target altitude most likely due to the turbulence. It was difficult to read the instruments and a fairly violent ride. We climbed approximately 280 ft above where we should have been. We corrected and resumed the MAP while ATC switched runways. We landed in heavy rain without further incident.It was the highest workload I've experience in my career. It was a little shocking to get rolled at such a low altitude but we handled the initial go-around fairly well. I think we were both distracted just trying to manage the aircraft once we encountered the turbulence on the go-around. As always; closer pilot communication and monitoring will help.

Callback: Reporter stated he was still not sure of the cause of the roll.



Synopsis: B737 First Officer reported executing a go-around at MCO following a 'violent' 30-40 degree roll on short final. It was not clear if the roll was a result of weather or a wake vortex encounter.
Date: 201705
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATC gave us the DELTA4 since SLC was landing south. We then were given a new SLC ATC frequency and were told to do the JAMMN4 due to possible GPS outages/jamming in the area. Just as we were given that; a new ATIS had come out indicating that SLC had changed landing runway direction to north. It seemed to have caught the controller off guard. She told us to standby for a new arrival. A few moments pass. Then we were given the QWENN4; once again and told to go direct FRNZY intersection and cross it at 15;000. While we were entering the new arrival in the FMS; I was on heading in case the FMS went back to any earlier fixes. Once entered; for some reason; I never went direct to FRNZY nor did I start my descent to 15;000. I think it was because my First Officer and I were discussing how confusing all the changes were and how the GPS outage was going to affect our arrival. I realized my mistake a few minutes later and went direct to FRNZY and started a steep descent to try and make the restriction. I believe I was approximately 10 miles from FRNZY at 31;000 feet when I took action. Just after taking action; ATC came on and apologized for all the arrival confusion and said they would work with us to get down without any issues. I'm estimating that I crossed FRNZY around the mid 20's and was at 15;000 ft approximately 10 miles north of FRNZY. SLC center handed us over to SLC approach control without any other problems. My first officer was on IOE after being off for approximately a year. He was doing a fine job entering things into the FMS; but I believe we both were caught up in being distracted by multiple changes and discussing them; as well as; a controller that gave us confusing and late changes. Mode confirmation and taking action once given instructions by ATC wasn't done in a timely manner.




Synopsis: C560XL Captain reported multiple routing changes and advisories of GPS outages distracted them resulting in several clearance deviations.
Date: 202110
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: Windshear; 6
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Just as I commit to landing; I encountered a 90 degree wind shift with increased speed. I immediately started to 'rip' out the top in an attempt to stop the balloon. The balloon made contact with the ground but continued to slide before the envelope came to rest over a power line. The basket did NOT make contact with the powerlines and was on the ground sliding when the envelope did. There were NO injuries; to myself or the two passengers on board.  The balloon envelope had only two minor tears (each less than 2' wide) as a result of the contact the lines. The power company arrived about 30 minutes after the contact and removed the envelope from the lines. There was no damage to the power lines and power was restored.




Synopsis: Balloon pilot reported the wind shifted during landing resulting in the balloon envelope making contact with power lines. The envelope was removed from the lines and sustained minor damage.
Date: 201811
Local time of day: 0001-0600
Location: RNO.Airport, CA
Aircraft: Medium 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
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was Capt/PF (Pilot Flying) during night; VMC descent to 16R KRNO. After being cleared for visual approach; I set 7400 in MCP altitude window to match glide slope intercept altitude. On left base; the autopilot was on; flaps 20; and speed 170. Approaching 7400; I set threshold elevation to stay on glide path; intending to select the approach switch once turned into final. However; I never selected VNAV; and was still in FLCH when I selected the lower altitude. As we turned onto final; I noticed we were below path. I realized my mistake and started leveling off as we got a GPWS terrain warning. The PM (Pilot Monitoring) knew I intended to LAVS to final; but did not notice I failed to select VNAV. After the terrain escape; we were still far enough out to recapture the proper glide path. From that point on; the approach and landing were uneventful.Lessons learned: I have been on this airplane for several years and never made such a critical/obvious mistake. If I had verbalized LAVS on base leg; I would not have missed the VNAV step; and the PM would have been more cued into what I was doing with the airplane. Also; I had the HUD down but [Enhanced Vision System] was off. In the future; I'll use EVS in areas of high terrain for better visual cues. Most importantly; I am reminded that mistakes can happen any time. Special qual airports are designated for a reason - attention to detail is essential; especially in vertical phases of flight within the terminal area.




Synopsis: Air Carrier Captain reported receiving a terrain warning on short final into Reno due to inattention to automation.
Date: 202107
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a flight loadout it was identified that four (4) HAZMAT quickpacks were scheduled for the same flight and pit location;  B737-800.  Two (2) boxes were RADIOACTIVE ll; One was (dry ice) Exempt Human Specimen 'IVF medical Biopsy'; last one was (dry ice) Human Organ.  Medical IVF specimens and human organs should not be shipped without proper separation distance from radioactive items.  All were loaded in the same pit with about seven (7) feet distance from each other.  Is there a way to ensure other employees separate such items.




Synopsis: Air Carrier Ground Personnel reported Hazmat cargo improperly segregated in same cargo compartment.
Date: 201808
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During entry into Class II we encountered wake turbulence from an aircraft 23NM ahead and 1000' above. We executed SLOP (Strategic Lateral Offset Procedure) left 1NM in the FMC route page to avoid any more wake [and] some possible turbulence from the weather ahead. We returned to the right side approximately 10 minutes later.




Synopsis: B777 First Officer reported encountering wake turbulence during cruise flight.
Date: 202201
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: Navigational Equipment and Processing
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
Human factors: Troubleshooting; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Descending through 11;000 ft. had NAV ADS-B RPTG 1 and 2 Fault.  Also lost GPS PRIMARY navigation.  Saw no real degradation in navigation systems.  Landed normally out of an ILS approach.  Numerous aircraft reported having the same issue descending into Denver.




Synopsis: Air Carrier Captain reported loss of GPS in the DEN area. The Captain reported there are other flights reporting similar incidents.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: Flight was planned with 3 kennels and approximately 180 lbs cargo for bulk pit. I added a max bag comment for the bulk pit not to exceed 40 bags due to the live animal airspace. Approximately 5 minutes before departure time; the Ramp Lead called to advise me that due to late connecting bags and the airplane locked up as far as adding additional bag containers; they loaded 73 bags in the bulk pit; 33 more than the max bag comment.I advised him that he needed to hold the flight since I now had to re-do the airspace calculator to make sure we had enough air for the kennels. His response to me was that the kennels were secure. I advised him that [that] didn't matter; I still had to check the airspace. I asked why he didn't load the bags in containers since we had plenty of room. He told me his Supervisor told him to lock the flight up and put them in the bulk pit. I told him at that time that one day; this will burn you. As I was checking the airspace; he continued to tell me about all the late bags that come to this flight and how he is being pushed for on time. I made the comment to him - which would you rather have; an on-time departure or kill the animals. We put these max bag comments in for a reason. I advised him the airspace was good and to let the trip go.




Synopsis: Air carrier Ramper reported being pressured to achieve an on-time departure by loading kennels without confirming adequate live animal airspace.
Date: 202103
Local time of day: 0601-1200
Location: MDW.Airport, IL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E C90
ATC / advisory: TRACON C90
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Human-Machine Interface; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Software and Automation; Procedure; Aircraft; Chart Or Publication
Primary problem: Software and Automation

Narrative: On the PANGG 3 Arrival in to MDW; we were cleared for the RNAV (GPS) Z 13 C Approach. I; as the Pilot Flying; entered the RNAV approach into the FMC and started to verify the points. The points in our up-to-date FMC did not match the points on our up-do-date chart. We asked ATC for the RNAV (RNP) Y 13C Approach; and were issued that.




Synopsis: An Air Carrier pilot reported the approach they were issued had not been updated in the FMC Database.
Date: 201706
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Aircraft: A321
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: Cabin Crew Seat
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Human Factors; Weather
Primary problem: Company Policy

Narrative: We hit turbulence in while working in the aft of our A321 and there are only 2 single jumpseats in rear of aircraft when there are at least 3 FAs back there. They can't get to the jumpseat at 3L because they can't walk it was so bumpy. We need double jumpseats at 4L and 4R with 4 seatbelt harnesses to keep our cabin crew SAFE! The aircraft is NOT SAFE for working crew until this is completed! If we hit turbulence then all FAs onboard need to have an immediate seat to harness into for their safety. Aircraft is not safe for working cabin crew until this issue is addressed.




Synopsis: Flight Attendant reported that her company's A321s have only two aft cabin jumpseats; but during flight three flight attendants work in the aft. When turbulence was encountered a Flight Attendant was without a jumpseat and harness.