elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0601-1200
Location: ACJ.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E A80
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: My wife and I were taking a pleasure flight over the Americus area to survey damage from the recent hurricane. The weather was clear with no clouds and light winds. We announced take-off and departure for sightseeing over town. There was no other traffic in the area at this time. Town is inline with the approach path for a straight in to Runway 5 at KACJ. While heading 070 over town at 1;600 FT we heard an announcement from another aircraft stating final approach for Runway 5. Scanning the area I saw no traffic in front or beside us; however; I looked back over my shoulder and saw a twin engine rapidly approaching and descending into us from our 5 o'clock. I immediately executed a steep turn to the left. The twin passed on our right hand side at our altitude approximately 150 FT away and continued to land at KACJ. After I was sure we had cleared the area I made position announcement. We entered a standard traffic pattern for Runway 5 and landed shortly after. We talked with the pilot about the incident and he said multiple times that he did not see us. He stated Approach had held him longer than normal and had told him there was no traffic in between him and the airport. He said that since ATC had said there was no traffic in the way; he wasn't looking for traffic. I pointed out that ATC says 'No Observed Traffic' and that in Class E airspace you can find aircraft without transponders. Planes; like ours; without an electrical system are not required to have a transponder. Overall his demeanor was that of someone unwilling to learn from an event. In this case; a lack of scanning by the approaching aircraft would have led to a mid-air collision if the timing of the radio announcements and our ability to see behind us hadn't all lined up. All pilots need to remember that 'see and avoid' is in affect anytime you are in VMC conditions regardless of whether or not you are on an IFR flight plan.




Synopsis: Small aircraft pilot reported a NMAC while preparing to land.
Date: 201306
Local time of day: 0001-0600
Location: RPHI.ARTCC, FO
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center RPHI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While enroute RPLC; Manila Control failed to switch us to Hong Kong control at SABNO. We began attempting contact with Hong Kong and were then contacted on guard by another company flight to contact Hong Kong on their active frequency. We switched to this frequency and regained contact with Control within 8 minutes from SABNO. The Controller seemed satisfied with our quick response to the call on guard and gave us vectors. We discussed techniques for better FIR boundary awareness; including inserting the point in the fix page so that it is more prominent on the ND; and the need to be proactive in switching to the next Control despite release from the previous Controller. This might include using another radio to make such contact although in this case leaving #2 on guard allowed us to receive the guard call from Company aircraft.


Second narrative: [Narrative 2 contains no additional information.]


Synopsis: An MD-11 enroute from the Philippines to mainland China temporarily lost contact with control as they approached the Hong Kong FIR. An assist from a company flight restored contact.
Date: 201305
Local time of day: 1801-2400
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: We asked Gander Radio for climb to FL370 and were told to standby. Then we heard another air carrier give a position report at OMEKA indicating they were opposite direction of our route at FL340. They requested a climb to FL360 and were told to standby. We had begun looking for the opposite direction aircraft on TCAS. A few minutes later they appeared on our displays about 40 miles. We were offset 1 mile right. As they approached approximately 20 miles we began to try to get a visual. At 15 miles we noticed their altitude increasing and I asked my flying First Officer if he was ready to disconnect the autopilot and respond to a RA. He acknowledge yes. Then we got a TA followed by a RA and we began a climb in response to the RA. At the same time that we got a visual on the aircraft; we noticed him returning to FL340. When he was level we returned to FL350 and offset 1 mile. I estimate that aircraft climbed to FL346 before reversing and we climbed a few hundred feet before returning to FL350. As the aircraft passed he called us on VHF 123.45 and stated that Gander gave them a climb clearance and then after they began the climb they told him to return to FL340 for traffic ahead. We contacted Gander Radio and told them that we had to respond to an RA from the other aircraft. Later ATC and Dispatch ask us for more details to relay to Anchorage ATC. We explained we responded to the RA and would have to file a report.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: An Air Carrier crew took evasive action responding to a TCAS RA at FL340 eastbound near OMEKA Intersection after Gander erroneously issued a climb clearance to a westbound aircraft.
Date: 202201
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Airspace Structure; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: Passenger experienced extreme pain and bloody urination on descent (10 minutes to landing) .  Was informed (during descent) passenger had some sort of head injury a few days prior. Notified ATC and had medics standing by.  During descent lost both GPS receivers and then transponder as well.  Aircraft parallel conducted a descending RA while on ILS approach in IMC.  Numerous aircraft were reporting erroneous TCAS and GPWS alerts and had lost GPS.  Did not have RNP capability.




Synopsis: Captain reported GPS and transponder failure while on ILS approach. Other aircraft were reporting TCAS; GPWS; and GPS issues.
Date: 202201
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
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: Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At cruise; experienced a dual FMC failure over RAAKK intersection.  FMC's powered back on after about one minute.  Reported to ATC and they verified we were safely on course.  ELB (Electronic Logbook) entry made.  Flight continued normally.




Synopsis: Pilot reported experiencing a momentary dual FMC failure during cruise.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal takeoff and climb but at acceleration height of 2500 AGL Oil pressure on left engine went to zero. We advised Departure Control that we needed to return to the airport. We received vectors to final. During the vectors we attempted to complete QRH (Quick Reference Handbook) procedure; but there was not sufficient time to complete the procedure. We elected to leave the left engine running at flight idle until short final. Landing and taxi to the ramp was normal. The engine oil temperature remained normal throughout the flight.


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


Synopsis: EMB120 flight crew reported a loss of oil pressure on the left engine on departure. The flight returned to the airport uneventfully.
Date: 201205
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ORD
Aircraft component: Aero Charts
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Confusion; Workload; Situational Awareness; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We required a Runway 22L landing due to the winds. Upon landing; taxi instructions were given and to stay with the Tower. Tower was also giving instructions to other aircraft for landing and taking off during this time. We were given instructions to hold short of Runway 28. The Controller became agitated with us when we held short of 28 at an intersection that he initially told us to taxi to; where he then advised us to contact the other Control Tower to cross Runway 28. The Controller cleared us to cross at Runway 28 and upon reaching the other side of the taxiway; we were advised to call the Tower. Contact was made with the Tower and we were informed that the controllers were worried we would cross Runway 28. Runway 28 had not been crossed; nor had any other runway been crossed without ATC permission. The Controller in the Tower also advised there was a standard route after taxiing off of Runway 22L. We were unable to locate any standard taxi routes as published in our Commercial Charts pertaining to standard routing for Runway 22L. Control Tower was launching and departing several aircraft in short durations of time on the same runway; with minimal aircraft separation while giving taxiing instructions to other aircraft on the ground. Provide a standard taxi route for Runway 22L if applicable.


Second narrative: [Narrative #2 contained no additional information]


Synopsis: An Air Carrier crew was given progressive taxi instructions from ORD Runway 22L to the Ramp because of ATC's concern about a Runway 28 incursion. The crew did not have standardized color coded taxi route charts available to them.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Crew called to advised DG (Dangerous Goods) paperwork for can in position 6 was not placed in the can. DG specialist told them it could be placed in the ADG (Accessible Dangerous Goods) can in position 1 instead. I spoke with the freight recovery specialist; who spoke with the ramp agent and DG specialist and advised it was acceptable to put it in the ADG can. Still concerned; the crew spoke with the Duty Officer; who called Flight Safety. Flight safety advised it was fine to proceed with the paperwork in the ADG can. Captain sent an email today advising 'This morning I received an email from the Flight Safety Manager; and he said placing that Form in the ADG can was actually not correct; and that we moved the freight with an improperly labeled can as a result.'DG specialist and Flight Safety should have been better trained and/or unafraid to correct an error causing a delay.


Second narrative: Ramp Agent presented us with the DG paperwork and proceeded in telling us that an additional form that he had was supposed to be in the IDG (Inaccessible Dangerous Goods) ULD (Unit Load Devise) in position 6. I informed him that it had to be placed in the assigned ULD and told him to let his manager know. After he left; I looked the policy in the DG manual to confirm my thoughts. I called [Operations] and told them what was going on; and they did not have a problem with the outbound making it right because we were on a weather delay. After a while the Ramp Agent returned with his manger. Manager proceeded to tell us [Operations] told them it would be ok to place the label in the ADG ULD. We called [Operations] back and had him to confirm this with the Fright Recover specialist. They both said it would be ok. Before we blocked out; we called the DO and asked him about this subject again. He made a couple of phone calls including Flight Safety and they all said we were good to go. Outbound load employee not following DG procedures. The outbound load personnel was notified of the correct procedures and was given ample time to make the correction.


Synopsis: B757-200 First Officer reported incorrect documentation and Dangerous Goods were improperly loaded. Dangerous Goods supervisory personnel approved the departure with incorrect load procedures. After flight completion the Flight Safety Department the transported DG Load was not correct.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: With student on approach to ZZZ; [the] aircraft was positioned on base for XXL as we were sequencing with other traffic; the aircraft began to violently shake to the point that the flight instruments where beginning to fall on my student. I immediately took flight controls and began to push forward all of the engine controls making sure that the engine had not been accidently leaned too far or shut off. Once I was able to tell that everything was positioned as it should be I began to climb to assure we would be able to have enough altitude in the case of an engine failure to make the runway. The second the vibration began I [requested priority handling] with the Tower due to the number or other aircraft in the pattern that could create a collision hazard due to me cutting my base to final. Once landing on the runway was assured; I lowered the flaps and executed a sideslip to get us down to the runway. Once we successfully landed; we quickly taxied to a nearby ramp and shut down the engine and evacuated the aircraft.




Synopsis: A Cessna 172 pilot reported experiencing a severe engine vibration while conducting a training flight; necessitating priority landing.
Date: 201701
Local time of day: 0001-0600
Location: MSN.Airport, WI
Weather elements / visibility: Icing
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Airport; Human Factors; Weather
Primary problem: Weather

Narrative: Icy conditions on ground in MSN. Went very slow during taxi; no problems on the taxiways. We proceeded with extreme caution and discussed hazards. Turning into gate; it looked a bit icy but was hard to tell. Was taking it very slow; doing about 5 kts lined up with marshaller. Were told to come forward; tried to apply brakes to try to slow a little more; but aircraft would not stop. At that time; noticed that they told us to stop. Let off the brakes and reapplied full brakes; (braking action nil although no report available at that time) but they were ineffective and the aircraft kept sliding forward. Saw that we were not going to stop; and braced for impact. Ended up hitting the tug. We followed all company procedures and guidance as well as instruction from ramp personnel. FO was helping me out and was trying to apply brakes also. Heard him say thrust reversers; hesitated because we are instructed to not use them on taxi. Did pop them for about 1 second to try to help us stop due to emergency situation of trying to avoid hitting the ground equipment.With clear ice on the ramp; we could not determine how slick it was till we got off the aircraft. They had to sand/salt the ramp area just to be able to tug us back into the parking space. They also had to move the stairs by hand. Crew reviewed all info in relating to conditions at MSN. We also got a ground report for taxiways upon arrival from an airport operations vehicle. He did not have a report of our ramp conditions.


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


Synopsis: Air carrier flight crew reported unanticipated icy ramp conditions while parking their aircraft at the gate. They were unable to stop the aircraft before hitting a tug vehicle.
Date: 201901
Local time of day: 0001-0600
Location: ASE.Airport, CO
Flight conditions: VMC
Aircraft: Medium Transport
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ASE
ATC / advisory: TRACON ASE
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Nearing ASE; ATC mentioned the winds had changed to a tailwind which would exceed the landing tailwind limit. At first; the Captain said no but then changed his mind and told ATC we would attempt the approach and would decide closer in. We were given a heading to intercept the LOC DME E approach into ASE. The heading that was given caused us to overshoot the LOC and at the same time started to slow and configure at the same time ATC mentioned the winds had changed. As far as I can remember; it was 340 at 8 knots. By DOYPE; we broke out into visual conditions and continued configuring and lagged on the descent. Since we were visual and configured the descent was increased causing terrain alerts and; one that I can remember; 'pull up' GWPS while the speed brakes were being deployed. We were about 130 KTS fully configured and speed brakes but did not notice the descent rate. About 300 FT AGL; everything seemed to be stable and a smooth landing was made with no further event.Looking back; it was a chain reason after we did not divert. Earlier configuration should had been completed but trying to comply with ATC heading and altitudes distracted us from fully configuring and descending earlier.




Synopsis: Air taxi First Officer reported receiving a GPWS terrain alert on approach into ASE.