elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was working the entire area combined.  The evening west departure push was going on along with other aircraft throughout the airspace.  I was pretty busy on a small scale and multiple frequencies.I descended Aircraft X to 16;000 and verified he had the weather at ZZZ [airport] and what approach he wanted.  I cleared him for the LOC/DME [Runway] XX at ZZZ [airport].  I started to hand the aircraft off to ZZZ [Approach] and took it back thinking ZZZ [Approach] had gone home for the evening and we had the airspace.  Another Controller had sat down to help but didn't yet get a briefing.  ZZZ [Approach] called to give up the airspace and I just went 'Crap.'Apparently Aircraft X had gone over to Approach on his own and the controller had been watching him.I made a mistake thinking it was later than it was and that ZZZ Approach had gone home for the night.Since the COVID started everything has been off.  We are combine sectors too much and too early.  The scale and number of frequencies we are required to work is not helpful.  We get a lot of EA [Excused Absence] and are just not as proficient as we use to be.  I would like to see sectors de combined more often or not combined as early.  There are a few that push to combine and we just accept it and work through it.  It is really not safe or comfortable to work.   Mistakes are being made.




Synopsis: Center Controller reported thinking it was later than it was and did not transfer communication to underlying TRACON; assuming the Center already had their airspace.
Date: 201709
Local time of day: 1201-1800
Location: DTS.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Military Trainer
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
ATC / advisory: CTAF DTS
Second aircraft: Military
Reporter organization: Corporate
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure; Airport; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was a [military trainer]. Aircraft Y was a [military aircraft] from Hurlburt Field. During takeoff roll on Runway 14 at DTS; the pilot of Aircraft X observed Aircraft Y to the south/southwest at approximately 300 feet AGL proceeding eastbound along the beach towards the extended runway centerline of that runway. No position report was heard from Aircraft Y on DTS CTAF; possibly due to coordination with Eglin Approach on a different frequency prior to departure. No follow-on position reports were made by Aircraft Y.During the takeoff roll; after refusal speed; the PIC notified the sensor operator that there would be an evasive maneuver made to pass behind Aircraft Y and avoid its wake turbulence. Aircraft X maneuvered at minimum safe airspeed to avoid the aircraft and obstructions off the departure end of the runway. This maneuver would have not been possible many other aircraft and a conflict would have ensued.After avoiding Aircraft Y; Aircraft X resumed own navigation to the east; parallel to Aircraft Y and at 500 feet away from Aircraft Y and notified Eglin Approach of the conflict.




Synopsis: Pilot instructor of privately owned military type trainer reported a near miss with another military aircraft.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Bonanza 36
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown
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: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While conducting a student training flight under Part 91; I had asked my student to track the 270 radial to the ZZZ VOR/DME. The entire flight was conducted under positive control and we were receiving traffic advisories from ZZZ Approach. I was scanning outside looking for traffic; and upon reaching the ZZZ VOR/DME; a BE36 approached from our 2 o'clock position; crossing south to north; coming within what I can approximate as 50 ft. or so. My initial reaction was to climb and bank; similar to a chandelle maneuver in order to avoid a collision. After resuming level flight now on a 270 heading; I asked approach if they had issued a traffic advisory; assuming I may have missed it. Approach had told me they had indeed not; and was not seeing any traffic in my area. I continued to keep the traffic in visual contact as they proceeded north; evidently unaware they had almost been in a mid-air collision. I then resumed my instructional responsibilities as normal and proceeded back to ZZZ1 for touch-and-goes.It is possible I became distracted as a result of trying to relay information to my student; but also that the incident aircraft was not equipped with a properly reporting transponder. Whatever the reasoning; I do believe this could be resolved in the future by equipping the facility with the ability to read ADS-B sources; as the other aircraft in the near collision was reporting ADS-B data according to my cellular device; allowing me to view their registration number. It also could be prevented by equipping the aircraft I was using with an ADS-B in receiver; to view said data.




Synopsis: Instructor Pilot reported taking evasive action to avoid another aircraft while conducting a training flight.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Day 1 of the cycle I was arriving in ZZZ to meet up with my First Officer (FO) for flights that afternoon. I came on duty and was scheduled to land in ZZZ this afternoon. I was in contact with my original FO who was home on standby in the morning and was coming to the airport this afternoon for our flights. When I landed in ZZZ; Flights Operations informed me my original FO had been taken off of the flight-line due to COVID. Flight Operations informed me I had another FO coming in to replace him and I should be able to maintain my original departure time out of ZZZ. I was texting my new FO asking when he would be at the airport and he said around XA30. In the meantime I got the airplane ready; so that we could depart as soon as he arrived. When he arrived we called Flight Operations to confirm our flights and then we took off. The next day; Flight Operations reached out to my FO and told him that we had taken off while he was in FAR rest period. I had no idea he was still in rest; I was under the impression he was already on duty as home standby and had been called in for the flight. Upon finding this out I called the Chief Pilot's Office and explained the situation.Looking forward; I'm going to confirm the FO's duty start time so that we are all on the same page and staying legal within flight duty.




Synopsis: Corporate Captain reported the original First Officer (FO) was replaced because of COVID-19 and the replacement FO was still in FAR rest period when the flight took off.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Weather

Narrative: I had checked the weather before flight; was clear and there was no gust when I started the flight. I flied 5 traffic patterns in ZZZ and I got the information from the tower that the gust changed to 20; so I requested the tower for full stop. The Tower approved the full stop; so I made a last landing and because of the gust; I made a hard landing. There was no problem when I taxied back to parking. For the safety; I reported that I got a hard landing and asked him whether the plane should be squawked.So the Dispatcher looked around the plane and there was no problem on the airplane; so he said it did not need a squawk. Next day; a student pilot and instructor did preflight and flied with the same airplane. Two days later I got informed that the airplane's fire wall got dent.I am not sure that the fire wall's dent happened because of my hard landing. The Dispatcher and I already investigated the airplane after the hard landing and nothing was found out on that day. Furthermore; even pilots mentioned above did a preflight and finished the flight safely after my flight with the same airplane. I think someone who had a tailstrike could also cause the fire wall's dent. Anyway; what I did mistakenly is that I did not insist on squawking the airplane. I should have insisted the airplane should go to the maintenance even if it did not affect the airplane or the dispatcher said it did not need a squawk. I regret about that. Next time; I will insist on squawking the airplane.




Synopsis: Pilot reported a hard landing and then a couple days later was informed the aircraft had a dent on it.
Date: 201810
Local time of day: 1201-1800
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp CLT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Procedure

Narrative: Taxiing in the non-movement area in CLT; we were transferred through three different Ramp sectors (taxiing to 18L) in order to arrive at a spot to contact Ground Control. Initially; Ramp West coordinated our pushback at Gate X to a spot with Ramp South. Taxiing to Spot 13S as directed by Ramp West; we contacted Ramp South; who directed us to continue around the terminals to Spot 23S; at which time we were handed off to a third Ramp Controller; Ramp East. The third controller directed us to Spot 25S and when there to contact Ground. There was construction in the area near that spot so we taxied closer to spot 25N; but passed it and stopped closer to Spot 26 and contacted Ground there. The Ground Controller said 'We were at the wrong spot' and to continue to Spot 27S with Ramp Control. We could have made a turn to go back and make Spot 25S as originally directed; but he wanted us to continue to 27S. I told him we were still; and at no time left; the non-movement area but he never responded back. We then continued to Spot 27S back under Ramp East direction; and at that new spot contacted the Ground Controller again; who then directed us to Runway 18L via the active taxiway without further incident.




Synopsis: Air Carrier First Officer reported being routed through multiple ramp sectors before handoff to Ground Control.
Date: 201909
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Engine Air Starter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
Result: Flight Crew Returned To Gate
Contributing factors: Manuals; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft returned to the gate for both engines [had] no rotation. Debriefed crew; [started engine] #1; operations normal. [Tried to start] #2 with no rotation. Removed Starter and confirmed shaft had sheared. No starter [was] in stock. Part was robbed from another AC (Aircraft); serviced and installed. Dry motored engine. Completed ELB (Electronic Logbook) and dispatched flight. I did not notice an additional step in the AMM (Aircraft Maintenance Manual).When an AMM has caution or warning boxes they are highlighted in red and white or yellow and black colored ink. When we print out the AMM the printer is black and white. A colored printer would have brought this greater visibility.




Synopsis: Maintenance Technician reported missing an additional step in the replacement of an engine starter.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
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
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately two hours [after take-off] Flight Attendant reported an odor in the rear section of the aircraft around rows 28 to 33. I suggested that they investigate lav trash bins; etc. Fumes dissipated. Later the Flight Attendant again reported fumes in the aft area of the aircraft. I suggested turning off the aft chiller and the coffee makers and pulling the C/B on these units. Again the fumes dissipated. After 4:30 hours of flight fumes were again reported; but with much greater intensity. I requested that the Flight Attendant turn off all overhead lighting and requested that the First Officer go to the rear of the aircraft to determine what type of fumes were present. No fumes were apparent on the flight deck. When the cockpit door was opened it was very apparent that the fumes were strong and a precautionary diversion  was requested to ZZZ. [A] radar vector was given to the outer marker. En-route to the airport the lead Flight Attendant called the flight deck and indicated that the fumes were intensifying. A request for Fire and Rescue was requested as a precaution in the event of a possible fire/smoke event. First Officer donned his O2 mask and continued as Pilot Flying. The QRH procedures were initiated; and a visual approach to the runway was uneventful. Fire and Rescue followed the aircraft to gate; passengers were deplaned; Fire and Rescue was released; and aircraft was turned over to Maintenance. Cause of fumes has yet to be determined.




Synopsis: A321 Captain was alerted by a Flight Attendant of smoke in the rear cabin area. Captain suggested the flight attendants explore several areas of possible sources to no avail; and the fume condition appeared to be worsening.  Flight diverted to the nearest suitable airport and landed uneventfully.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was climbing through 6000 ft on my way up to my final altitude of 16000 ft. Just prior to or at 6000 ft I heard a loud pop come from the left engine followed by a near complete RPM loss on the left engine. I disengaged the autopilot and maintained directional control in a 140 knot sustained climb. At that point I determined the best course of action was to shut down and secure the engine; which I accomplished without issue. After the airplane was stable I called ATC. They asked if I would like to return to [departure airport]; which I agreed to. Once I had the airport in sight they handed me over to the Tower. At that point I was 13 NM north of the field. Tower asked which runway I would prefer; I checked the wind with them and it was light and nearly a straight crosswind for either so I chose to do a straight in. They asked if I required any further assistance; which I declined as the airplane was under control. Once the landing was assured I lowered the landing gear and made an uneventful single engine landing. On the taxi back to the FBO an airport service vehicle checked to see if I was leaking any fluids which I was not and continued to the ramp and parked. The only thing that was not by the book was that the flight plan was filed for 2 passengers and there were 3 aboard at the time of the incident.




Synopsis: C340 pilot reported returning to the departure airport after shutting down the left engine in flight.
Date: 201506
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Fighter
Operator: Government
Mission: Training
Flight phase: Cruise
Airspace: Special Use TAIL HOOK A
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute; Instructor; Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Distraction; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was the trainer at the ZJX military position. The Navy airspace coordinator 'Sea Lord' call to activate Tail Hook 'A' airspace. The TMC trainee answered the phone and was not on speaker so the phone call went into his ear only. I was still busy review other airspace that we just activated in the Gulf Of Mexico. After trainee hung up the phone I ask what 'Sea Lord' wanted? TMC trainee advised they just wanted to know if they were able to activate Tail Hook 'A' and they were to call back if they needed it. I heard him explain to 'Sea Lord' the NOTAM had been sent and was good until [date removed]. Approximately 15 minutes later 'Sea Lord' called back to verify Tail Hook 'A' was hot. TMC trainee answered 'No' but we would start coordination to activate. A couple minutes later ZJX North area supervisor walked into TMU Military position and said 'Fighters are already using the Tail hook 'A' airspace.' We completed all coordination as fast as we could. Afterwards I checked the tapes and 'Sea Lord' was very weak and hard to hear but at the end of the call he said 'He would call it active at this time' and TMC trainee did not hear it.My first recommendation is for myself. The hand-set plugged in should have been on speaker mode. That way I may have heard the entire conversation. My second recommendation is for the Military postion at ZJX be staffed with full time employees that do nothing other than handle the military desk. As a unit we rotate positions and no one is comfortable at that desk. That position needs the same people day in and day out working it. The potential for unsafe operations is very high due to the lack of continuity (not to mention the poor product we provide the controllers on the floor).




Synopsis: While giving instruction to a Developmental; ZJX Controller did not list in on a phone call and relied on the Developmental to tell him what the conversation was about. The activation of restricted airspace was what the conversation was about. The airspace was considered hot by the military but the Developmental thought they would call back to activate the airspace. Aircraft were in the now hot area and the controllers had not coordinated with other sectors in the Center.