elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 0601-1200
Location: JNX.Airport, NC
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E RDU
ATC / advisory: CTAF JNX
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the time of the incident I had been cleared for the RNAV 21 approach. I entered VMC after passing the IAF and contacted Raleigh approach to cancel my IFR flight plan. Raleigh confirmed my cancellation and approved me to change to the CTAF frequency. Ceiling was around 2;500 feet MSL. I announced on the CTAF frequency that I was 8 miles out on the GPS approach for Runway 21 at JNX. I made an announcement that I was 5 miles out on the GPS approach for Runway 21 at JNX. At this time another pilot made announcement that he was overflying the tank farm 4 miles away and would be passing the approach end of Runway 21. I made an announcement that I was 3 miles out on the GPS approach for Runway 21 at JNX. The other pilot announced that he had me in sight and would maintain visual separation. I had just passed CUMUT. It was after this when I saw a Cessna disappear underneath my nose. I immediately executed a steep climbing turn to the left to avoid the airplane and announced my intentions on the CTAF. I completed a 360 degree turn and landed on Runway 21 without further incident.




Synopsis: Cessna pilot reported a NMAC with another light aircraft in the vicinity of JNX airport.
Date: 201605
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Out of [an international airport]; during the climb phase; we were cleared to 7000 feet. [When] first officer started leveling off; we encountered wake turbulence from aircraft ahead; which caused us to very briefly bust the altitude by approximately 300 feet. Immediate action was taken to level back to 7000. Departure Control verified altitude with us again; but [we] had no time to advise of wake turbulence since ATC was very busy at that time. Better ATC separation between the flight path of small corporate jets and heavy commercial ones is needed in this airspace.




Synopsis: CL30 Captain reported a brief altitude excursion resulted from a wake vortex encounter departing an international airport.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Down Lock
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Returning to home base on a clear smooth day we made a normal approach accomplishing the pre-landing checklist...GUMP...three green lights. We cleared the fence; no horns; warning light; and still 3 green lights. Made a perfect landing in the touchdown zone. An eyewitness account by flight instructor who was in an aircraft with a student at the departure end of the runway reported the landing gear down over the fence; perfect landing centerline of the touchdown zone; then a puff of smoke and the front gear collapsed then the right main. No injuries; no fire; no panic. Cause of landing gear failure being investigated.




Synopsis: PA32 pilot experiences landing gear collapse after landing on a clear calm day; with all gear indicating down.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
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: Cockpit/Cabin Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem

Narrative: On taxiout I recall that the First Officer was having difficulty making a PA for the flight attendants to prepare for takeoff. I tried to make the call with the handset; but I got a busy signal. Thinking that there must be a handset in the cabin that was not hung up and causing interference; the audio panel was used and successfully overrode the handset and got the prepare for takeoff call completed. After takeoff it became clear that there was indeed a problem with interphone communications between the cockpit and the cabin. Multiple remedies were attempted with no success. Text messages were sent to back and forth to Maintenance with descriptions of the failure and possible solutions that were unsuccessful. I attempted to use the SATCOM to contact Dispatch; but SATCOM voice had failed as well. I used my Captain's emergency authority to reset circuit breakers in the cockpit as I determined that the communications between the cockpit and the cabin were essential for a safe flight. Having exhausted all attempts to restore the system; Dispatch and Maintenance discussed if it was safe to continue the flight. I was asked if a system was in place to enable the cockpit and cabin crew to notify and communicate with one another. I replied that we had devised a system where the cockpit would make a 'Purser please' call on the PA to request a cockpit visit and if the Purser needed to get our attention she would simply buzz the cockpit. Dispatch determined that if I was comfortable with the operation we could continue the flight; which we did. Toward the end of the flight the interphone system regained some capability and we were able to regain communications between the cockpit and the cabin and within the cabin as well. Cabin to cockpit communications are essential and I will be vigilant to try to detect any degradation of the systems capability in the future before being committed to flight.




Synopsis: B777 Captain discovers possible cabin interphone problems prior to takeoff; but is able to make the takeoff PA. Once airborne it becomes apparent that the system is inoperative. A method of communication without the use of the interphone system is devised and the flight continues to destination.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During pre-flight review of the logbook; I noticed the Oil Temperature had been written up multiple times; and OCF (Operational Check Flight) had failed; and the right engine had been replaced. I brought this to the CA's (Captain's) attention so we could both monitor the engine oil temperatures during the flight. After we joined the departure; and were passing through 10;000 ft.; I observed the oil temperature at 130 degrees. I brought this to the CA's attention and had requested me to review the High Oil Temp QRH. While I was reading through the QRH; we both watched the oil temperature continue to climb. Even as the CA was complying with the QRH and reducing power on the affected engine; the oil temperature would not stop rising. By the time we finished the QRH; the right engine was at flight idle and the oil temperature was still climbing. At that time; the CA called for the Intentional Shutdown QRH. We worked through this checklist and complied with all items as well as the subsequent; single engine descent and single engine landing checklist. The landing was uneventful. We taxied to the gate. With the oil temp having been written up multiple times; we were concerned about this being an issue on the flight. But having recently been brought from [maintenance]; there was nothing to refuse. Also the engine had been replaced and ops checked with a ground run. The CA and I decided the continuous monitoring of the oil temp was our only available mitigation tool.




Synopsis: CRJ90 First Officer reported intentional engine shutdown in flight due to rising oil temperature and a single engine landing.
Date: 202202
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending through about 9;000 ft.; both pilots experienced a very strong magic marker / chemical / fume smell in the flight deck while the Flight Attendents (FA) in the forward cabin smelled a musty / dirty sock / fumes event smell. The FA's in the back did not experience an odor. It came on quickly and quite strong. We donned oxygen and quickly performed the odor recognition and isolation procedure from the manual. Turning Pack 1 off seemed to correct the problem. All necessary logbook entries were made. All necessary reports filed.




Synopsis: Air Carrier flight crew reported a fume event during descent. Flight crew completed the procedure in the manual which corrected the problem.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 20
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Workload; Troubleshooting; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on VFR flight following. We were in descent from 9;500 MSL with a 35-40 NM/HR quartering tailwind. The engine began to run rough and lose power. I felt a total loss of power was imminent and called a 'mayday' to Approach who I was connected to via VFR flight following. I was very near an airport and initiated an emergency descent for landing and the power continued to lessen. Approach asked for souls on board and fuel. At approximately 3;000 MSL I switched fuel tanks; applied full power; the automatic alternate air door engaged; and I applied full rich mixture. Adequate power returned to sustain flight. I aborted the emergency descent; leveled; and asked Approach for direct to my destination airport and was shortly granted direct to the runway by Approach. I was able to maintain approximately 3;200 MSL but engine instruments indicated excessive manifold pressure. I was able to maintain fuel mixture and throttle to maintain altitude and return engine instruments to the high end of the 'green' operating range. The Tower Controller cleared me to land on the runway and a normal full stop landing was made. I was able to taxi to the hangar and will contact on field mechanics for assistance. I am submitting the form as I called for help via a 'MAYDAY' call to Approach. My wife was on board; also a SEL private pilot of 250+ hours. We greatly appreciated the professionalism and prompt handling by Approach and the Tower Controllers.

Callback: The pilot stated that this is his third SR22 and the third annual on this particular aircraft. The loss of power because of a fuel control adjustment was continuing anomaly which started after the last annual so the Reporter is not sure but a mis-adjustment made during service may have caused the problem. He has had no other serious issues with any of his aircraft before this anomaly began.



Synopsis: A SR22 pilot experienced a power loss as a result of a fuel control mis adjustment so he declared an emergency while completing the emergency procedures which ultimately restored enough power that he undeclared the emergency and landed at his nearby destination.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: SELCAL
Component problem: Malfunctioning
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: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Sick Passenger which required us to call STAT-MD through ARINC. Using the VHF frequency chart on one of the last pages of our [release]; we attempted to call ARINC; which we could talk to; but barely understood them. We tried a different frequency which was no better. We needed to talk to Dispatch somehow but were unable to through ARINC and our ACARS showed ACARS NO COMM. While we finally patched with STAT-MD and Dispatch; we wasted around five minutes; which during those minutes we were doing nothing to get ahead of this sick Passenger's situation. ACARS and ARINC is not always reliable.




Synopsis: B737 Captain reported a critical communication breakdown when trying to reach STAT-MD regarding a passenger illness.
Date: 201908
Local time of day: 0001-0600
Location: BIF.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class C ELP
Reporter organization: Air Taxi
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: We were departing from BIF. We received ATIS from El Paso as listed as the primary weather source for BIF. The station was calling for light winds out of the south; El Paso International Airport nearby was using Runway 22. BIF had Runway 21-03. We requested Runway 03 for departure out of BIF since we were parked on the south ramp closer to Runway 03. We were told by Ground to expect a Runway 03 departure.  There was a NOTAM in the paperwork for Runway 21 displaced threshold of 4000 ft.  However; this NOTAM was not on the El Paso ATIS and since BIF doesn't have an ATIS we didn't hear about it there; nor did BIF Clearance; Ground; or Tower mention anything about the displaced threshold for Runway 21 when we requested a Runway change to 03.  When BIF Ground notified us of the approval for a Runway 03 change; we ran the OPS for Runway 03. Admittedly; we forgot to include the NOTAM for the closed portion of the Runway 21 mentioned only in the paperwork. We input the numbers for Runway 03 into OPS (Operating System); started engines and taxied to the hold-short line for Runway 03. Upon cleared for takeoff; controls were handed over to the right seat PF (Pilot Flying); power was raised to 1.05 EPR (Engine Pressure Ratio) and brakes released. At the beginning of the takeoff we could not see any equipment at the end of Runway 03 (the reason for the displaced threshold or Runway 21). At around V1 the equipment started coming into view.  Feeling we still had plenty of room to takeoff; we rotated as scheduled at VR and departed the runway easily before the 9500 ft. of usable runway; and before the closed portion of the runway. Due to the proximity of the end of the runway at liftoff; we began talking about how there must have been a mistake. Reviewing the inputs of OPS data and available NOTAM; we realized our absence of the shortened runway and failed to compute the performance data required. The cause was our oversight of an applicable NOTAM and forgot to enter the NOTAM in the OPS software. Recommend adding NOTAMs to Takeoff Briefing and review all NOTAMs as a crew. Ensure ATC verbalizes and clarifies any issues effecting runway length.


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


Synopsis: Flight crew reported missing a NOTAM concerning a closed portion of the takeoff runway.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were to fly from ZZZ to ZZZ1. I showed up to the aircraft late since I was arriving from a different flight. When I showed up to the aircraft the Captain had completed the pre-flight procedures and then once I got settled we conducted a PDC verification (assigned ZZZ RT XXX); Departure Briefing and Pre-flight checklist. We departed Runway XX and on the takeoff roll received a caution for EFIS COMP MON. I called it out; Captain said continue. On the climb out at 400 feet the Captain's (PF) showed a left turn to 340 and asked me to set 340. I said set and then we realized his display wasn't working so we transferred controls to my side. We then leveled off at 4;000 feet notified ATC of the loss of lateral navigation and asked for vectors back to the field. As we were turning we realized my HSI was providing unreliable heading information as well. ATC gave us degree amounts for the turn and we backed it up with the standby compass. We also asked ATC for a descent into visual conditions they gave us 3;000 feet and then 2;000 feet and finally 1;600 feet. The Pilot Monitoring briefed the approach. We went to green needles and ATC gave us a heading to intercept and the ILS for XX and told us it would be a left turn. We started down with a GS lock that seemed to match ATC instructions.  ATC asked if we had the runway. We said no. The Captain then saw a tower and a bridge we got a GPWS caution and went around. We got vectors back around for a visual asked ATC to turn up the lights and used the MFD and made a normal landing.




Synopsis: CRJ-900 First Officer reported an EFIS COMP MON annunciated during takeoff. The flight crew continued the takeoff and elected to request priority handling and perform an air turn back. A precautionary landing was conducted at the destination airport.