elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Location: BOW.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: De Havilland Canada Undifferentiated or Other Model
Operator: Government
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D BOW
ATC / advisory: Tower BOW
Reporter organization: Government
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on approach VOR 09L (BOW) and in communication with BOW Tower. The Tower cleared us for the circle to land to Runway 5 and instructed us to report when we commenced our circle. We completed our circle to land and landed without incident on Runway 5. While rolling out on Runway 5; we asked the Tower for taxi instructions to [Runway] 09L where we wanted to completed touch-and-goes. The Tower responded that we had not reported our circle-to-land and had not received a landing clearance for Runway 5. I believe the problem was caused by proficiency and task saturation. I have not flown in this aircraft since late [date removed]; flown approximately 5 hours total since that time; not completed a circle-to-land in a long time and not operated in BOW before. In terms of task saturation; I was flying with a newer copilot and had a brand new copilot observing from the cabin. Lastly; fatigue played an issue as we were two hours into our training flight and had already completed an approach to holding pattern; air maneuvers and then an approach into BOW.




Synopsis: Pilot reported landing with out clearance after ATC advised they did not report commencing a circle to land.
Date: 201704
Local time of day: 1801-2400
Location: SNA.Airport, CA
Aircraft: Helicopter
Operator: Military
Flight plan: VFR
Flight phase: Cruise
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Second aircraft: Citation II S2/Bravo (C550)
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Fatigue; Human-Machine Interface; Troubleshooting; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Staffing; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was on a control position for nearly an hour and 45 minutes then was told by the Controller in Charge (CIC) to take over his position. I now was CIC after a busy session on RADAR. I went around the room and made sure traffic was not an issue for the controllers. I asked the controller on Tustin if he was ok or needed a handoff or spacing from the Traffic Management Unit (TMU) because and average amount of IFR traffic was coming in. He declined. After about 10 min I heard this controller make comments that alerted me to a problem. When I went to the sector I noticed the Citation making a left turn into an MVA and alerted the controller to it. I asked what was wrong and he said some issue with a VFR military helo not communicating near his arrival final to SNA. At that point I alerted him to another IFR arrival on final nearing the VFR helo; he tried to take action to turn the aircraft. He then said the Citation had an RA. I am not sure if the other aircraft involved had RA.Staffing problems and no supervisors when needed. Controller should have asked for help earlier or resolved the potential conflict earlier before it became complex. Don't take a controller who has already been on a busy position off that one and make them CIC or to another position for that matter.




Synopsis: SCT TRACON Controller in Charge reported that another Controller was having separation problems with aircraft; was asked if the needed help and Controller denied help. Reporter stated staffing issues and no Supervisor in the area at the time.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Upon attempting to land on Runway XXL with a crosswind from 220 degrees at 18 knots gusting to 22 knots; I failed to keep the aircraft on the runway and drove off the the runway surface on the left side of the runway; proceeding into the grass and coming to a stop on a taxiway approximately 2;000 feet after leaving the runway surface.  No damage was sustained to the aircraft or to the airport property.  I attribute this to a failure on my part as Pilot in Command to initiate a go-around after a gust of wind pushed me off the centerline while in ground effect.  With full rudder and significant aileron deflection; I was still unable to maintain the plane on the center of the runway.  Due to my extremely low altitude; I decided to land; and landed on the runway left of center.  After the gear touched down; the plane immediately became oriented towards the grass.  Because the plane was still traveling in excess of 80 knots; I decided the most prudent course of action was to allow the plane to travel into the grass rather than try to correct the direction of travel to remain on the runway.  I attribute this event to an unusually strong wind gust in ground effect; coupled with my failure to initiate a timely go-around; and also a possible failure to remove left rudder input prior to the nose gear touching down.  Following the incident I taxied the undamaged plane to parking without any further issue.




Synopsis: BE-36 pilot reports losing control during a crosswind landing resulting in a runway excursion on the downwind side of the runway.  No damage occurs and the aircraft is taxied to parking.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) 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: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the pilot monitoring and passing through approximately 12;000 feet we got a right oil strainer clogging annunciator light. Upon checking the engine parameters; the oil pressure was reading high. Shortly thereafter; the oil quantity rapidly decreased to zero. About a minute later; the right engine began vibrating and immediately shut down by itself. There was no indication of fire.I declared an emergency with ATC and requested a return to ZZZ. I accomplished the QRH and we got the engine secured and prepared for the landing. The landing was uneventful and after clearing the runway; I had the fire chief inspect the right engine to see if there was any smoke or fire. He indicated that there was oil all over the cowling but no indication of smoke or fire. I elected to taxi back to the gate to deplane the passengers. I notified dispatch; and all applicable parties.




Synopsis: An MD-80 flight crew experienced an engine failure during climbout at about 12;000 feet and elected to return to the departure airport. The return was uneventful; and the passengers were deplaned at the gate.
Date: 201512
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were at FL9800m offset 6 miles right of course on the airway. We received a reroute to a random waypoint then back to the airway flight plan route. When the reroute came; the Captain was out of his seat in the bathroom. The First Officer; the flying pilot; attempted to insert the cleared waypoint into the FMS and at the same time receive a frequency change to contact a second controller. His attempt to multi task caused a spelling error for the Waypoint. The aircraft started a right turn; when it should have turned left. After contacting control; he gave a heading of 240 degrees; to the correct to the waypoint; the error was corrected in the FMS; and the controller cleared us our own Navigation to the waypoint then flight plan route. The rest of the clearance was uneventful. The Captain was briefed on the reroute issue. In this situation there were multiple threats. 1. Language Barrier 2. Clearance reroute in flight. 3. One pilot away from duty station. 4. Task saturation of remaining pilot. This threat would have been trapped with both pilots verifying and checking the reroute clearance. No further comments from ATC have been received.


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


Synopsis: First Officer misspelled cleared waypoint into the FMS. The aircraft began a turn in the wrong direction. The error was discovered and corrected.
Date: 201306
Local time of day: 0601-1200
Location: MIA.TRACON, FL
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON MIA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading 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 Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We followed pre-departure procedures per FOM and PH; including route verification and departure briefing. After takeoff; when handed over to Departure Control; we were told that we were not supposed to turn on the RNAV departure and instead we were supposed to hold a heading. We explained that we had not received that amended clearance via PDC NOR had the Tower told us about it. ATC's reply was 'It was on the ATIS.'  Although I have heard ATIS information say things like 'expect to fly the RNAV departure' or 'expect to fly runway heading;' I have never gotten an amended release to a PDC clearance via ATIS. Out of MIA; in fact; we are sometimes assigned a heading by the Tower before takeoff.  NOTE: I am new on the Airbus; and ATIS arrives to us via a piece of paper. I noted the ATIS we got after this event and it was Arrival ATIS. Apparently; this is always the case when requesting ATIS via the MCDU. The 'amended clearance' was on the DEPARTURE ATIS which; in hindsight; is something that we should have gotten over the radio.    1) There should never be an amended clearance delivered over the ATIS; especially if it is not reflected on the PDC. 2) We got arrival ATIS instead of departure ATIS.  For # 1: Tell ATC to stop that confusing procedure. PDCs should never be amended via ATIS.    For # 2: Emphasize that sometimes airports have different ATIS; one for arrival and one for departures...and put out a bulletin emphasizing the importance of getting the correct information for the next phase of flight.




Synopsis: A320 Captain reports departing MIA without a revision to their PDC issued via Departure ATIS.  ATIS requested via ACARS is Arrival ATIS and did not contain the revision.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: Embraer Legacy 600 (EMB135BJ)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Altimeter
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ; I was instructed to turn direct to ZZZ1 passing 15;000. My Altimeter in the airplane showed 15;000 and the airplane started a smart turn to ZZZ1. As soon as the plane started to turn; the Controller asked what I was doing and why I was turning. I told her that I was turning toward ZZZ1 as instructed. She then told me that I was only at 14;900. I was very confused; because my Altimeter showed 15;000. I then verified the Altimeter setting; and it was correct on all three gauges. At that point I initiated an expeditious climb to reach 15;000. The Controller and I had several back and forth discussions on the altitude. I rebooted the system on board; and after that; the altitude read correctly. The next day; I was in the same plane; and it did the very same thing to me again. This time I caught it before any terrain or compliance issues came into play. Rebooted the system; and did not have any issues after then.




Synopsis: Pilot was queried by Controller why he was turning his EMB-600 Legacy aircraft at 14;900 instead of 15;000 as directed. Pilot noted all three altimeters did read 15;000. They rebooted the system onboard and the altimeter read correctly. The next day the same aircraft had the same condition. They rebooted the system and no further issues arose.
Date: 202008
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During boarding we noticed door strap not fully retracted into housing. I wouldn't normally think this was a big thing but this is the 2nd time in as many weeks that I noticed the door strap not retracted. The earlier incident however caused a delay due to door being closed with strap not fully retracted resulting in damage to safety strap housing. I suspect this strap being more often used by cabin cleaners when aircraft is being sprayed which happens every day and in some cases multiple times a day.




Synopsis: Flight Attendant stated a door strap would not fully retract.
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight the upper deck cargo fire suppression activated. After upper deck cargo deck door was opened; it was not possible keep Halon from entering the forward vestibule area. To keep the crew from getting sick from breathing Halon; at my insistence; I escorted the forward crew off of the aircraft while passengers were still on board the back part of the aircraft. This was a Combi. No passengers were affected.


Second narrative: Flight Attendants in back called and said they heard a loud POP. First Officer came back and opened sliding door and thick vapor came billowing out and filled vestibule. Mechanics and rampers came within minutes and opened big cargo Door and found that the two 125lb Halon bottles were discharging from the ceiling. I started to feel very lightheaded. Captain told me to step out on the stairs right away to get fresh air. I realized that I was in violation and stepped back in. By the time most passengers were done deplaning I had to get off again to get fresh air. There were still passengers; but I could not stand it any more and had to get air.


Synopsis: Test button activated the upper cargo deck Halon fire suppression system during preflight for a Combi modified aircraft; Crew evacuated the aircraft.
Date: 201711
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
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: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after leveling off at cruise I noticed a smell of electrical smoke. We called the cabin to ask if there was anything in the oven. He replied no and said he smelled the smoke too. It persisted and got worse. Within approximately three minutes we [advised ATC]; made an emergency descent and landed in ZZZ.Dispatch was immediately notified via sat phone of our situation and intentions to divert.The cockpit oxygen masks were removed but were not donned. There was no visible smoke; only the smell. The QRH was accomplished up to the point of troubleshooting the source of the smoke as there was very little time left before landing.An overweight landing was accomplished with a smooth touchdown and minimal braking. No injuries or ailments were reported from the crew or the passengers. An orderly deplaning was accomplished at [the gate].Maintenance personnel identified a tripped circuit breaker for the equipment cooling fan. The fan was removed and had evidence of smoke and soot on the rotor vanes as well as the same smell experienced in the cabin.




Synopsis: A Boeing 757 captain reported an electrical odor smell evident in the cockpit and cabin. The flight completed a successful diversion to a suitable airport.
Date: 201910
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Airliner 99
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; 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; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I lost comms while flying IMC into ZZZZ; they said as soon as insight let them know and they'd clear me for visual. Hit some turbulence comms started making a large squelch sound. Tried switching comms; switching head set to first officer connection; checking squelch; and tried using hand mike and intercom . Still nothing squeaked 7600 became visual with field entered the down wind and began the visual approach. Just to see I put my head phones in phone and hand mike in mic location made contact went back to 1200 and they cleared me to land. They said they could here me making calls the whole time. Checked all headphones and intercoms after landing all working again.




Synopsis: Captain reported losing communications on approach in IMC conditions.