elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Liberty Manufacturer Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
ATC / advisory: Tower ZZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After startup sequence exhibiting; as has been the case since last annual inspection; moderate engine skips at low RPM between 1000 and 1200 RPM; performed uneventful VFR flight from ZZZZ to ZZZZ1 and parked.Approximately 30 minutes later; taxied for Runway XX and run-up was similarly nominal.  After being cleared for takeoff; initial climb exhibited a few engine misses and while continuing to gain altitude; called ATC with a request to land due to engine issue; possibly related to spark plug fouling.Received clearance to land on any runway; and chose to perform a 80/260 reversal of course right-hand (due to terrain) and established on final 06. With reduced power; engine was shaking as if a cylinder was not operating; a FADEC caution illuminated; and landing was calm and uneventful.Requested to perform a run-up; on the western taxiway; which was unsuccessful; then requested taxi back to apron and the assistance of a mechanic.




Synopsis: Liberty XL-2 instructor pilot reported aircraft engine problems after takeoff resulting in a return to departure airport.
Date: 201712
Local time of day: 1801-2400
Location: DFW.Airport, TX
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: A321
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; 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 New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was being vectored from the east downwind to Runway 35R for an ILS approach descending 8;000 feet. Aircraft Y was being vectored from the west downwind for an ILS approach to Runway 35R descending to 6;000 feet. Both aircraft are being worked by the same controller at this point. They turned Aircraft X to the west and turned Aircraft Y to the east; both at this point descending to 4;000 feet. They decided to change Aircraft X's runway to Runway 36L at the last minute and flashed the data block to my position. Aircraft X was then switched to my frequency without resolving the conflict with Aircraft Y. Once Aircraft X checked in on my frequency; I immediately issued a turn to 200 to avoid Aircraft Y. Once separation was re-established; Aircraft X was vectored back to Runway 36L for the ILS approach.The only thing that I think I could have done to help this situation was ensure that the adjacent sector was turning either Aircraft Y or Aircraft X to avoid each other before I took the hand-off. The conflict should have been resolved before the frequency change occurred.




Synopsis: D10 Developmental Approach Controller reported receiving a handoff of an aircraft that was on a conflicting path with the adjacent sector's traffic.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL; Human Factors
Primary problem: Human Factors

Narrative: On the evening shift ending; June 2015; an EMB-145 aircraft was in ZZZ with a fuel system MEL (along with other items on the Bill of Work (BOW). The original squawk indicated that selecting the Fuel Transfer switch on the overhead panel to 'LOW' would supply fuel not only to engine selected; but also to that side's wing tank. Research indicated that this would happen selecting 'LOW' fuel in either direction.A thorough ops check for a lengthy period of time was performed; running APU and both engines trying to duplicate the squawk; trying all pumps and all combinations of switching. Completely unable to duplicate the squawk; I cleared the MEL.HOWEVER; in researching the squawk and MEL; I FAILED to completely review the Maintenance Procedures for MEL 28-XX-XX. As a result; I failed to properly completely 'de-MEL' the fuel system. It came to my attention early this morning that the Defuel Valve was found safety wire closed; obviously in that configuration from the original MEL. Failure to completely research and review all the MEL procedures. In addition to researching a squawk; COMPLETELY review ALL MEL procedures related to that squawk if same has been MEL-ed.




Synopsis: An Aircraft Maintenance Technician (AMT) was informed he had failed to completely review the Maintenance Procedures previously accomplished under MEL 28-XX-XX; when a Defueling Valve was found still safety wired closed after he had cleared the MEL. The deferral had noted when selecting the Fuel Transfer switch on the Overhead panel to 'LOW'; fuel would be supplied not only to the engine selected; but also to that side's wing tank.
Date: 201410
Local time of day: 1801-2400
Location: PDX.Airport, OR
Flight conditions: VMC
Light: Night
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E P80
ATC / advisory: TRACON P80
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While proceeding direct to HANAH fix (base leg) at assigned altitude of 5500ft GPWS Terrain Warning activated with red warning light. Immediately applied escape procedure and warning was over within seconds. I leveled the aircraft at 6000ft and my First Officer advised ATC. The controller responded that this was an Airbus issue and that the actual minimum vectoring altitude was 5300ft (200ft below our altitude). We were then cleared to 2500ft and proceeded to an uneventful landing on 28L. No engine exceedances were noted.Apparently this momentary GPWS Terrain Warning can occur on Airbus Aircraft when at 5500ft in one small area of arrival patterns for runway 28L.I have made numerous arrivals at PDX and never had this occur. Not sure what the answer is to prevent this from happening unless delaying descent below 6000ft in that spot would be acceptable. A workable solution is needed since having to perform escape maneuver at a late hour is quite stressful.




Synopsis: A320 Series Captain reported receiving an erroneous GPWS terrain warning on approach to PDX Runway 28L. Controller reportedly stated that this was a known Airbus issue.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: During approach at approximately 50 feet we received a wind shear warning and initiated a go around. The aircraft yawed to the right on power up. During the go around it appears that the right wingtip made contact with the ground. We thought the right main tire had briefly touched down during the go around; but during the post flight walk around noticed where the right wingtip had brushed the runway leaving a 7'x 2' wide area where the paint had been removed.During the wind shear event we executed the wind shear escape maneuver; but being so close to the ground we briefly scraped the right wingtip. At the time there was weather to the north through northwest which could have caused a microburst. I received the weather from AWOS as we were nearing the airport. Maybe in the future when there is weather in the vicinity of an airport whether it's uncontrolled or controlled keep checking the weather.


Second narrative: I feel that we had proper training dealing with wind shear alerts and that we conducted the maneuver correctly. However; with the proximity to the ground and the severity of the gust we experienced; I don't know that we could have avoided this situation.


Synopsis: Air taxi flight crew reported a wingtip strike during a go-around following a wind shear warning.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were pushing back from [the] gate. There were wide bodies at [adjacent] gates; there was also a line of aircraft in a line behind us along the fence. Ramp tower gave us cleared us to push I relayed to the tug driver breaks release clear to push. And he responded. We started our push back tail first down the alleyway. The crew and I started to wonder what his plan was to get us turned around so I asked the tug how he was going to get us turned around with very little room to do so. The tug driver never responded after repeated calls. He started to turn us around abeam [the] vacant [gate] thinking he was going to pull us into that gate and then push us back tail towards [our departure gate] but he stopped and didn't move for a few min's so again I tried to call him with no response. Some place in there Ramp asked that we pull forward so the plane could push. I asked the First officer to call ramp to get someone out here because I have no com with the tug driver. The First Officer (FO) did notice the tug was sitting about 70 degrees off the right side. As we sat there a few we talked about that the tug was trying to do; of a sudden the tug was gone and no one could see it. I did have my feet on the pedals but not applying brakes at that time finally all of us in the flight deck thought we where did he go then realized we had no tug hooked up and the breaks are not set so I set the brakes continuing to contact the tug driver. I finally saw that he moved the tow bar and tug to the right side and about that point he came on and said he was going to pull us again. I told him what have you been doing; I have tried a number of times to contact you and he said his cord wasn't long enough to reach as he was pulling us. I told him to get one before he started again at that time he turned the tug around so he drove backwards and not pulling us so the cord would reach. This could have ended badly when he disconnected and no break was set and through the whole push back besides at the gate to start no com with the tug driver and no way to have him stop if need be.


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


Synopsis: B787 Crew reported pushback with no communication with push crew for several minutes due to the headset cord not being long enough.
Date: 201505
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student and I were on an IFR flight plan to SSI; during climb (approximate 13 nm north of DAB) ATC gave us a traffic alert. I read back the traffic alert; but because I was distracted teaching I did not pay attention for the location of the traffic. When I finished what I wanted to say to my student; I started to look for the traffic and just before asking ATC for an update of the position of the traffic; I saw the traffic (a DA42) taking evasive action (steep descent and a turn). The DA42 was very close to our airplane; I estimate that the traffic was 200ft or 300ft below us and around 1;500ft horizontal. I did not took evasive action since the aircraft was in a non collision course when I saw it. I believe that I had an overconfidence with ATC; thinking that they were going to separate us from any traffic. It was a reminder for me that there is other traffic that is flying VFR and are not contacting ATC. Also; that I am responsible of separation of my aircraft with other aircraft during VMC. Next time that I receive a traffic alert; I will interrupt my teaching and search for the traffic.




Synopsis: C172 instructor pilot reported he failed to maintain proper see and avoid technique when he was distracted by student instruction.
Date: 201508
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Light: Dawn
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Special Use R2601
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: It was first thing in the morning and we were opening sectors. I opened sector 28; 29; 30; 39; 46; 47. I was also getting a D-side at the time and told him to call me to listen into the briefing I was getting. After I opened those sectors another controller took the 29; 30; 46 airspace. I was briefed that R2601 was active FL349 and below. When I tried to display this airspace on my scope I could not. The controller on the other sector informed me I could not display it because it was not activated in ERAM (Enroute Automation Modernization). He then went and turned it on in ERAM. Because it was not activated there were no alerts in URET (User Request Evaluation Tool) and the airspace was not being displayed on high altitude scopes. There was also some confusion as my D-side briefed sector 29; 30; 46 opening. Once we got the restricted airspace activated in ERAM I noticed Aircraft X in sector 30's airspace was in R2601 and informed the other sector. When airspace is going hot first thing in the morning a supervisor should be responsible to make sure it is activated in ERAM.




Synopsis: ZDV Controller reports of opening up a position and not having the correct information displayed on ERAM (Enroute Automation Modernization). No one entered information into the computer that a certain airspace was going to be hot. An Aircraft was in the hot airspace. Controller thought it was the Front Line Managers duty to enter this information.
Date: 202110
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Date; I was performing the duties of a safety pilot for the owner of Aircraft X; a Cessna 182 Skylane. I am a CFI; and the Pilot Flying is a Private Pilot with an Instrument rating.A successful pre-flight and run-up inspection was complete.On departure [Runway] XXR at ZZZ at approximately 200 feet AGL; the aircraft experienced a sudden power loss of approximately 500 RPM. At that point; I looked over at the Pilot Flying in the left seat; and confirmed a surprised reaction similar to mine.I scanned ahead of the airplane and determined there was ample runway length available for landing.I quickly announced my controls to the Pilot Flying. Additionally; I announced 'abort takeoff' to the Tower and initiated a descent to landing with the remaining usable runway left ahead of us. I didn't have the time to compose a full emergency message. Tower sequenced the aircraft behind us appropriately; initiating a missed.Given the options we had at the time; I believe this was the best course of action as I could not initiate a 220 degree turn back to the runway in a C182 Skylane below 700 feet AGL should we have encountered total power loss on the climbout.The aircraft has been grounded by the owner pending evaluation by an A&P.




Synopsis: C182 pilot reported aborting the takeoff after engine power loss. The flight crew elected to land on the remaining runway; doing so successfully.
Date: 201606
Local time of day: 1801-2400
Location: SAN.Airport, CA
Light: Night
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Following an Airbus into SAN received instructions to descend to 4000 ft; then slow to 180 kts.  Flew into the Airbus wake [which] rocked the wings; disengaged the autopilot; leveled; and then slowed as instructed. No further action required.




Synopsis: Be400A Captain reported encountering wake turbulence in trail of an Airbus on approach to SAN.