elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were inbound to IAH on the Rice 3 arrival; as filed; and were assigned to cross RIICE at 12;000 FT MSL; to cancel the speed restriction of 250 KTS at BRKMN; and keep our speed up. Shortly after; we were assigned to cross LYTE at 7;000 FT MSL. Right about the time I normally would have slowed to 250 KTS we experienced wake turbulence from the aircraft ahead of us. It wasn't severe; but it was enough that my First Officer and I were discussing it. ATC asked us to slow to 250 KTS and I realized that we were at 9;000 FT MSL and 320 KTS. We immediately arrested our descent and used spoilers to slow to our assigned speed. There were no traffic or separation issues associated with the deviation and no further issues with the flight. Neither one of us realized the mistake until ATC asked us to slow. This case could have been avoided by proper CRM and better communication. Had I verbalized that even though Approach wanted us to keep our speed up we still needed to slow to 250 KTS below 10;000 FT MSL; we would have been more attentive and less likely to forget to slow.


Second narrative: [Narrative 2 had no additional information]


Synopsis: A CRJ-200 flight crew reported becoming distracted by a wake vortex encounter that led to a speed over 250 KTS below 10;000 FT.
Date: 201207
Local time of day: 1801-2400
Location: RNO.Airport, NV
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had a SR22 going to an airport I was not familiar with. Not knowing where the airport was I asked Ground Control (GC) where the airport was; and based on the state he told me the airport was located in; I cleared the SR22 for take off from Runway 34R believing the aircraft was going northwest bound. I gave him instructions to start an early left turn over downtown because I had a B737 I was about to clear for take off from Runway 34L that was on a SID that takes him northeast. Once the SR22 started his turn northwest bound to downtown; and seeing that the SR22 was established on the northwest side of my departure path; I cleared the B737 for take off then cleared the SR22 on course. What I didn't know was that the airport the SR22 was flying to be really northeast and not northwest so the SR22 turned on course northeast bound right into the path of the B737. Though I visually acquired them separated out the Tower windows; on RADAR they were at the same altitude with their Data Blocks overlapping. If I would of done what I usually do when I see an unfamiliar airport and asked the pilot his on course heading and if I wouldn't have assumed the SR22's direction of flight this problem would of never occurred.




Synopsis: RNO Controller described a conflict event between a VFR departure and an Air Carrier; the reporter noting an assumption was made regarding the VFR aircraft's course but was in error.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B737-800
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: Powerplant Fuel Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At top of climb; left main tank quantity was 1;000 LBS less than right. Balanced fuel. During rest of flight left fuel quantity continued to decrease faster than right. Referred to QRH procedure for possible fuel leak. Conferred with Maintenance Control; Duty Officer; and Dispatch. Continued to destination where we landed without incident. Fuel upon arrival was near required alternate fuel reserve.Upon arrival at gate maintenance discovered fuel leak in left engine. Shut engine down and deplaned passengers without injury. Swapped to new aircraft and continued.




Synopsis: B737-800 Captain noted a 1;000 pound fuel imbalance at the top of climb and rebalanced the fuel. During the rest of the flight the left engine consumes fuel faster than the right and a fuel leak is suspected. Upon landing a fuel leak is confirmed by Maintenance.
Date: 201708
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; Thunderstorm; Hail; 0.5
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: Myself and another pilot had made the flight on an IFR flight plan. On the way up to Kansas; thunderstorms were to the west of us; but we flew east of them without any issue. Upon arriving in Kansas; we picked up another pilot who was also instrument rated; and he and I flew in the front seats on the way back; with the previous pilot sitting in the backseat. We flew VFR to an airport in northern Oklahoma without issue; where we fueled the airplane. We then filed an IFR flight plan and continued our trip back home. The initial line of thunderstorms had passed through to the east of our route; but another line was building over Oklahoma City. We deviated several times to avoid areas of moderate and heavy precipitation by using ATC suggestions and XM weather (NEXRAD). After successfully navigating the storms for some time; we were passed to Fort Worth Center. We requested a few deviations to the right by using the XM radar in order to go around the building storms on the back side. At this time; it had been at least 30 minutes since we had received an advisory from ATC for moderate to heavy precipitation. We had found a gap in the storms that was showing on our XM radar to be green and yellow areas. After 10 minutes or so in this area; the radar updated and showed us rapidly approaching a pink area of extreme precipitation. Unable to avoid it quickly enough; we flew into the precipitation and experienced extreme precipitation; severe turbulence; light hail (pea sized at most); and heavy downdrafts. After flying in the extreme precipitation for 20 seconds or so; we experienced a momentary loss of power which we expect to be due to the ingestion of water in the engine intake. We informed ATC that we were experiencing 'engine troubles' and severe turbulence; and got radar vectors out of the storm. After exiting the precipitation; the engine power resumed and we continued the flight without issue.




Synopsis: C172 pilot reported entering an area of extreme precipitation and severe turbulence while using NEXRAD XM weather to circumnavigate storm areas.
Date: 201606
Local time of day: 0601-1200
Location: D10.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E D10
ATC / advisory: TRACON D10
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Flight was planned to TKI. I got approval from AFW Tower to transition their Class D airspace. From there on; I flew in a general 070/080 heading to avoid 2;000 feet DFW Class B shelf north of DFW that was off the right wing. Copilot spotted a large mansion called Champ d'Orr in Corinth; TX and wanted me to circle around. This mansion is under the 3;000 foot DFW Class B shelf but it appeared to be right on the 3;000/2;000 dividing line on the Garmin 530 display. I began circling the mansion to the north (left turn) at around 2;200 feet and upon doing so; saw a 737 pop out of a cloud around 400 feet above me. It made a slight turn to the right to avoid me and I descended down to below 2;000 feet at the same time. It and several other targets were showing on the TCAS at the time. The Garmin 530 GPS was zoomed out more than I usually have it for flying near Class B airspace; cluttering up the screen with the TCAS targets and airspace. The screen clutter prevented me from seeing how far above the 737 was as it passed overhead; but I estimate around 400 feet.I believe the root cause for the near miss is the low ceiling and the zoomed out setting on the 530; which cluttered the screen with other targets that were in the area; but not an immediate threat.




Synopsis: Vans RV-7A pilot reported an NMAC with a B737 in the vicinity of DFW airport.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.TRACON, GA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Other unknown
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A target appeared on a 7700 code on track for ZZZ at 3;500 [feet]. At [the] same time; a Satellite Sector had an emergency inbound to ZZZ1 from east on 7700 code. Targets appeared to mimic each other on speed and altitude until the emergency aircraft turned final at ZZZ1. It appears we had a ghost target. I was in fused mode. We need to see if it was a ghost target off one of the radar sites we use for fusion.




Synopsis: A TRACON Controller reported they may have observed a false radar target on their display.
Date: 201901
Local time of day: 0601-1200
Location: LAX.Airport, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Too much traffic arriving at LAX at the same time. We were issued multiple vectors and speed reductions throughout the arrival. We continued to increase drag to make each restriction. The clearances continued to be 'descend via the IRNMN 2 except maintain xxx speed.' We were able to make all the restrictions until they issued a 170 speed; but offered no relief from the 8000-9000 feet restriction at JUUSE. We crossed at 9800 feet. I would have asked for relief and would probably have gotten it; but there was no break in the radio traffic. All the other aircraft were told 'do the best you can' which technically does not forgive an altitude deviation. It would be better if they stopped saying 'descend via except...' and changed to 'descend and maintain xxx; best rate down.'Change the clearance verbiage to include relief when issuing slower speeds on arrivals that make it challenging or impossible to meet the published restrictions.




Synopsis: B737 Captain reported being unable to comply with crossing restriction while on LAX arrival due to assigned speed restriction.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Door Warning System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: With captain as PF and departing Runway XXR master caution illuminated at approximately 95 knots. Captain made decision to reject and as thrust levers were retarded FO made the 100 knot call followed by 'doors light'. Rejected takeoff was completed without incident and CA taxied clear of runway. The rejected takeoff QRH checklist was accomplished and the brake cooling chart was used to determine necessary brake cooling time. Captain spoke with FA re: rejected takeoff and made subsequent PA to passengers. Once the required cooling time was complete the takeoff was accomplished and the flight continued without further issue.




Synopsis: The Captain reported observing a master caution warning light illuminate during the takeoff roll and he initiated a high speed abort. After the appropriate checklists were completed; the anomaly corrected; and the brake cooling issue addressed; a subsequent successful takeoff was completed.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Champion Citabria Undifferentiated
Operator: Fractional
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Cessna 180 Skywagon
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airport; Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I flew and encountered a near miss. I felt I needed maximized evasive action. Weather was not a factor. This was the very first day of the new Clearance delivery system. After getting clearance I taxied to the runway. No need to contact ground but monitored ground anyway and held short and contacted tower. Got cleared and took off as cleared with a left downwind departure to the East. Saw a Beechcraft on the downwind turn base as advertised (no factor) and kept flying and climbing east as cleared while monitoring Tower.Tower advised of an aircraft westbound that Tower asked to keep south. I responded '... Looking' and after some delay saw the aircraft. I continued looking for traffic for good measure; as I always do. Tower then called and I saw the suspected aircraft ahead of me very slightly above and to my left VERY close and in a 45degree right bank; aimed right at me in direct collision course. I immediately jabbed the stick full forward and to the right and thus rolled 90degree while in a negative G max dive. While this was going Tower continued '...Traffic; less than a mile; ahead!' This must have been the aircraft (I think) that they cleared to transition the Airspace. I did acknowledge to Tower 'Thanks for the late warning...' and felt very scared about it yet blessed to be alive. Contacted Tower on Clearance delivery to give an initial report on the incident.




Synopsis: Citabria pilot reported taking evasive action to avoid a mid-air collision.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During approach to land at approximately 30 to 50 feet; I initiated a go around due to a wind gust that destabilized my approach. After advancing the thrust levers to TOGA and calling out go around thrust; flaps 3; we heard a loud pop; followed by a roll to the right in addition to the right roll that I was already correcting for the gust. At that time I believed we had broken a flap because of the single pop and roll. I again called for flaps 3 since the pop noise was a distraction. With positive rate we brought up the gear and proceeded straight out. The climb performance was poor so I again asked if we were flaps 3 without looking at the indication because I was concentrating on the flight directors and speed due to the poor climb performance. At some point in the climb we notified ATC we were electing to do the single engine out departure procedure due to poor performance and so that we could turn into the good engine. Turbulence contributed to the poor performance but we still felt something was off. At around 2000MSL I decided we would level at 2200MSL instead of 2400MSL due to the long period of time our remaining engine was at TOGA and our poor climb performance. Once clean we climbed to around 2600 to 2800MSL before turning for some cushion on altitude. At 3000MSL I engaged the autopilot which was not really available prior due to airspeed below VLS on numerous occasions. At that point I called for ECAM actions. We secured the #2 engine and discharged the one fire bottle due to engine damage. We conducted the single engine approach checklist. By this time we were past abeam the numbers for the visual so any delay would extend flight longer than needed. Once we were comfortable that we could land safely we turned base for the approach. We landed and pulled off the runway in a position that would allow fire/rescue to examine the #2 engine before taxi to the gate.


Second narrative: Upon inspection the #2 engine had seized and had significant damage to the N2 portion or the engine.


Synopsis: A319 flight crew reported the #2 engine failed during a go-around from an unstabilized approach. Crew reported the aircraft performed poorly in the single-engine climb.
Date: 201810
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While at the gate; Maintenance was working on the hydraulic system to defer the auto brakes and anti skid. They had told us not to turn on the electric hydraulic pumps or packs. Eventually we received a new [maintenance release] over ACARS saying they were done with the maintenance procedure and releasing the flight. We then prepared the aircraft for pushback which included turning the hydraulic pumps and packs on. As we were doing the checklist a mechanic began waving his arms and shouting outside my window to turn the packs off which I did. I requested a maintenance supervisor report to the cockpit and learned that the MRD should not have been issued and that they were still working on the hydraulic system. There were no injuries.


Second narrative: While working an auto brake inop condition; Maintenance released the plane to us via [electronic message]. This resulted in prematurely running the PREFLIGHT and BEFORE PUSH CHECKLISTS with the right hydraulic system open. We lost about a gallon on fluid before the [mechanic] got our attention by screaming up from the ramp to 'turn off the packs.'


Synopsis: B737NG flight crew reported they prematurely began to prepare for departure; including turning on packs and hydraulic pumps; after they were erroneously notified via ACARS that maintenance had completed their work.