elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
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 Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at 16;000 feet; Engine 2 Oil low pressure EICAS warning sounded. FO was PF; remained on course and altitude while I ran the QRH. It led us to the precautionary engine shutdown. Before we shut engine 2 down; I [advised] ATC; notified the FA; and requested ATC to standby. We continued on course; secured the engine; and then started communications with dispatch on a good alternate to go to. I; dispatch; and my FO agreed that ZZZ was directly below us; I think 5 miles away; and that would be the best place to go considering weather and such. I advised ATC of our intent; got vectors for a few minutes to run the precautionary engine shutdown QRH; and briefed with FO on the approach. I'll add he did an excellent job as PF all the way down to approach. I felt that my experience would best suit this situation for the landing so at about 12 miles out I acted as PF for the remainder of the flight. The FA was given a final brief at 3 miles out. We landed and taxied to the gate. I apologized to the passengers for the inconvenience as they deplaned; most were in good spirits as they made their way to the ticket counter for alternate plans.Threats - Engine 2 low oil pressure.Errors - I did notify the FA; spoke with her probably 5 times from encounter to landing; 15 to 20 minutes; but I didn't tell her to brace before landing as I probably should have. It did happen very fast. I felt like we were always in control including the approach and landing. Quite uneventful but nerve racking.Errors - Could have given a PA to passengers. I should have made time for that.Behaviors - Stay calm and react as you were taught; use all available sources to make the correct decision. Keep everyone in the loop; maintain control and keep a level head. The aircraft flies pretty well if you manage the emergency correctly.




Synopsis: EMB145 Captain reported low engine oil pressure led to shutting the engine down and a successful diversion.
Date: 201501
Local time of day: 1201-1800
Location: CHA.Airport, TN
Weather elements / visibility: Fog; Rain; 07
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C CHA
ATC / advisory: TRACON CHA
Aircraft component: Approach Coupler
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: When conducting the ILS 20 approach to CHA; I was vectored to final by Chattanooga approach control. I was given a heading and told to maintain 3000 until passing the Daisy outer marker (IAF). I was flying using the autopilot and selected approach mode on the autopilot. The airplane started descent with the Glide slope indicator showing slightly below the glide slope. I continued to descend until passing Hixon OM; the final approach fix. I realized that I was below the crossing altitude of 2100 feet and stopped my descent. Then shortly thereafter I was told by approach control that they had received a low altitude warning. Thereafter; I broke out of the clouds and landed at CHA.




Synopsis: King air 200 Captain experiences an early descent on the glideslope using the autopilot to fly a coupled approach. At the FAF the low condition is detected by the reporter who begins correcting at the same a low altitude alert is received from the Tower. A normal landing ensues.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [After departure]; we were leveled off at 10;000 feet for an extended time. After several minutes; I queried the Controller and was informed that we were being held down due to opposite direction traffic [that was] descending to level off 3;000 feet above us. At that time I noticed we had a TCAS FAIL light. I felt a bit vulnerable being 'blinded' in highly congested airspace; and exercising Captain's judgment; elected to cycle the TCAS circuit breaker. The system restored to normal operation for the remainder of flight. After level off at cruise; I began to research in more detail the situation; and realized I may have overstepped my authority. The Aircraft Operation Manual (AOM) does allow a tripped circuit breaker to be reset once if; in the judgment of the Captain; regaining that system is critical to the safe conduct of flight. However; the TCAS breaker was not tripped. I cycled it. Upon further reading; the AOM lists specific criteria when a circuit breaker can be cycled. My situation did not meet the letter of the law. At the time of the occurrence I assumed cycling and tripped could be treated the same. I notified Dispatch and Maintenance upon arrival and wrote up the TCAS system; which was cleared by Maintenance. I also discussed with Chief Pilot on Duty.


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


Synopsis: B737-700 flight crew reported they deviated from SOP when they pulled and reset a TCAS circuit breaker in flight to restore the system to operation.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Helicopter Gearbox and Drive
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had a patient flight request to [local] hospital. Flew to partner hospital; picked up the flight nurse and departed for [local] hospital. While enroute we encountered light turbulence. Within a few seconds from the encounter I noticed the 'Master Caution' light. Checked the CAD panel to find we had a transmission chip caution light. Aborted flight and returned to base with no further incidents.




Synopsis: A medical helicopter pilot reported aborting a flight when he got a transmission chip light.
Date: 202012
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Other Unloading Cargo
Aircraft component: Cargo Equipment
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Workload; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X arrived. As reported before; this aircraft's aft cargo pit mechanical loading system is inoperative; causing the ramp crews assigned to have to manually unload thousands of pounds of cargo loaded onto pallets that the equipment is specifically designed to move. This continues to create an unsafe environment as the crews are moving individual pallets weighing thousands of pounds; up to one piece listed at 9427 lbs. These loads were never meant to be muscled by ramp service employees while inside the aircraft. It's irresponsible to continue to use this aircraft and expect people to put themselves in danger. The danger; as always; lies in requiring employees to manually move thousands of pounds they were NEVER intended to move that exposes them to injury in multiple ways. The very floor of the cargo pit isn't specifically designed for walking and moving loads as they have MANY trip hazards opening employees up to MORE injury. Again; it's VERY irresponsible to continue to use this broken aircraft. It NEEDS to be removed from service.




Synopsis: A Ramp Service employee reported the same aircraft's mechanical cargo loading system has been inoperative and the ramp workers have to continually manually move thousands of pounds of cargo from the aircraft.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was descending to land on runway X [but] I was unhappy with my landing set-up.  I touched down and immediately bounced the landing.  I attempted to do a go-around.  This is where I think the problem arose.  When I do touch and goes; it is automatic for me to put the flaps up immediately once I land the plane.  I believe my muscle memory messed me up.  I initiated the go around; carb heat in and full throttle.  Instead of waiting to build airspeed and altitude to do 10 degree flap increment retractions; I put them all up at once.  It was also gusting that day a bit.  It is also possibility that the winds stopped gusting.  The mixture of both could have caused my lift to immediately dissipate.  At this point; the plane landed back on the runway.  The landing was hard; but did not bounce the second time.  I pulled the throttle back to idle and remained on the runway.  I then proceeded to push throttle back in to initiate takeoff.  During my pattern; I noticed the elevator controls were not working optimally.  It felt like when you lose your power control steering in your car.  I was able to move the yoke forward and pull back on it only a little bit.  Also; I had to apply a lot of force to do so.  I told Tower that I was having flight control issues.  On my downwind; Tower asked me if I [needed assistance]; I confirmed.  A Caravan was about 2 miles out to the east from landing on runway X.  Tower cleared me for number 2 on landing following the Caravan.  I then told Tower that I needed to land first.  I landed the plane only being able to use minimal muscled elevator controls.  Upon initial inspection on the external surfaces; there appeared to be no damage except a stiff elevator.  I believe that in order to prevent a re-occurrence; I need to practice more go-around procedures and slow flight to break my mistaken muscle memory.




Synopsis: C172 pilot reported utilizing improper touch-and-go procedure as well as stiff elevator control.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Aircraft requested IFR clearance airborne. I proceeded to find the flight plan and issue a clearance when pilot was out of 2;900 feet when the MIA was 3;000.  This was my first day back in the facility in 4 months due to COVID. Prior to that I worked straight mid shifts for the preceding months. I haven't seen any day/evening traffic since month (8 months). This session appeared complex for me due to my absence. I was told I would have this 1 single day to OJT and then I must get an Over The Shoulder.  Jumping immediately into the job made me overthink a lot and I rushed the clearance without thinking of the MIA.Provide more than 8 hours of OJT prior to forcing people to re-certify. This would make the transition back a little smoother.




Synopsis: Center Controller reported having an aircraft below the Minimum IFR Altitude.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Time Pressure; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Late dangerous good. Load planner was not contacted to inform of 9 ballast bags added to secure dangerous goods.




Synopsis: Air Carrier Ground Personnel reported a communications breakdown between Ramp and Load planner regarding Hazmat cargo configuration requirements; resulted in erroneous departure  Weight & Balance data.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was enroute to the airport for lunch. I contacted the Control Tower about 8 miles out. After contact at about 5 miles out; I tried to extend the landing gear and found I had a severe electrical failure and the gear would not extend. It also caused the radios to turn off for lack of voltage. I turned south to stay out of the airport's heavy traffic and started to extend the landing gear manually. I was still unable to communicate with the Tower. When the landing gear was down and indicated locked by the number of turns on the manual gear extension; I saw to my left a runway that had no visual traffic. I saw no light signal from the Tower; and landed as short as possible to exit at the first turnoff to the taxiway. While taxiing into the Tower parking area; I was able to hear Tower communication tell me I had landed on the wrong runway. I again tried to contact the Tower but was unable. I was given a note and telephone number to call the Tower. I called the Tower and explained my problem to the Controller. I told him I put the plane on the nearest runway because of total electrical failure. He told me he just needed a reason for this incident and seemed satisfied with my explanation. After parking the plane; I inspected the engine compartment and found that the alternator belt had come off its pulleys. I replaced the belt and started the engine to recharge the battery. After the battery charged; I returned to my home airport with no further incident.




Synopsis: BE35 pilot experiences a total electrical failure when the landing gear is extended for landing. The gear is extended manually and a landing ensues without communicating with the Tower.
Date: 201811
Local time of day: 1201-1800
Aircraft: UAV - Unpiloted Aerial Vehicle
Flight plan: IFR
Flight phase: Cruise
Airspace: Special Use ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I climbed a flight of 2 Hawks to 150 southbound and handed the flight off to [another sector]. An aircraft was southwest bound at 135/VFR. I performed an automated pointout of this aircraft to [the other sector controller] and handed the flight off. After attempting to hand off the aircraft to [the other sector]; I performed other duties while my D-side attempted to establish communication. I shipped the aircraft and after he left my frequency; the flight of Hawks squawked 1200 and descended just in front of the aircraft. We informed [the next controller] of the flight of Hawks descending in front of the aircraft; so that a traffic alert could be provided. My mains/standby frequency was released and I was on a back-up frequency. This may have attributed to me not being able to hear the flight of Hawks read back the frequency change or the multiple attempts to cancel IFR.




Synopsis: Departure Controller reported an airborne conflict between a manned aircraft and a flight of two UAVs.
Date: 201505
Local time of day: 0601-1200
Location: DVT.Airport, AZ
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class D DVT
ATC / advisory: Tower DVT
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on final approach practicing RNAV 7R into DVT inside of I-17; without warning a BE300 accelerated underneath my aircraft. [The other aircraft] then sidestepped to 7L; where he had received landing clearance. Student pilot was practicing the RNAV 7R; with no deviation from centerline.TIS is unreliable in the area of DVT.




Synopsis: PA-44 instructor pilot reported an NMAC on final at DVT.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot flying on departure. Passing 18;000 FT; the Captain's side of the windshield cracked suddenly accompanied by a snapping noise. The Captain took control of the aircraft; stopped the climb; directed me to request an immediate descent from Center with a turn back to [departure airport]; and to declare an emergency. We received an immediate descent and vector from the Center direct [departure airport]. The spider cracks and delamination continued to expand as we made the turn and there was significant electrical arcing on the windshield. We shut off the windshield heat which was effective in stopping the arcing. Appropriate emergency and normal checklists were accomplished. Flight attendants and passengers were notified of the event and that we were returning to [departure airport]. Operations planning; FMC reprogramming; and avionics setup for the visual approach were accomplished. The controlling agencies were helpful in making room for the descent since we were so close to the field and had slowed the aircraft down. Eventually we passed souls on board and fuel once the emergency procedures were accomplished. Stable approach and landing accomplished by the Captain followed with uneventful taxi to the gate. A walk-around was accomplished and nothing was out of the ordinary; other than the windshield.




Synopsis: A B737-700 First Officer reported the Captain's windshield cracked and delaminated climbing out of FL180. An emergency was declared a safe return to the departure airport was accomplished.