elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: MD-82
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: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Training / Qualification; Troubleshooting; Workload; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: While flying level cruise at FL330 with engine and airfoil ice protection on and established for 20 minutes; low flow light on annunciation came on indicating a climbing cabin pressure. Both pack flow indications indicated zero with a cabin pressure rising at 700 FPM. Immediately started descent to lower altitude while running appropriate checklist. With anti-ice all turned off; regained both packs and had pressurization once again at FL250. As still in icing conditions in and out of the clouds; turned back on ice protection and cross feeds. Two minutes later lost pressurization a second time with both packs shutting down. Declared an emergency this time and descended as rapidly as possible to 10;000 FT MSL. Cabin never got above 9;200 FT and warning nor did passenger oxygen masks ever deploy. As normal pressurization returned at 10;000 FT; continued 240 miles to destination with sufficient fuel for normal landing at our filed destination.


Second narrative: At approximately 26;000 FT; packs registered air flow; and at some point during the descent the Captain turned off the anti-ice. Leveled off at 25;000 FT but needed anti-ice system. With the anti-ice system on we lost both packs; again and coordinated with ATC to descend to 10;000 FT. During the descent with the anti- ice off both packs came back online and the pressurization system functioned normally.


Synopsis: Both MD-82 Packs shutdown at FL330 with engine and airfoil anti-ice ON so a descent was begun immediately. The packs recovered temporarily at FL250. After a second dual pack shutdown; an emergency was declared and the flight continued at 10;000 FT.
Date: 201907
Local time of day: 1201-1800
Location: X60.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZJX
ATC / advisory: TRACON JAX
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was cleared for RNAV Runway 05 approach into X60 flying direct JIBUV as the IAF. Jacksonville Approach advised on an incoming traffic so requested that I maintain 3;000 ft. Saw the traffic passing below my plane coming from the opposite way. Arriving at HUPOR (IF); the controller cleared me to descend and continue my instrument approach and to change to the CTAF frequency which I did; announcing my position. Next thing I know is that I have the traffic below me at approximately 150 ft. aligned on final to Runway 05 at the same airport. Took evasive action.




Synopsis: Small Aircraft Pilot reported a NMAC on an instrument approach.
Date: 201812
Local time of day: 0001-0600
Location: OAJ.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D OAJ
ATC / advisory: Tower OAJ
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Chart Or Publication; Human Factors; Manuals
Primary problem: Human Factors

Narrative: I was on a VFR flight receiving flight following initiated post departure with Approach at 6500 feet. During the flight a child passenger needed to use the restroom and I amended my flight plan to land at KOAJ. I landed without incident but my flight following was terminated by TRACON as I approached OAJ and not transferred to Tower. In maps which were up to date and airport data indicate OAJ is a non towered airport and I landed at the field without incident and utilized the published CTAF frequency. When departing; I was notified on CTAF to switch to a Tower frequency and spoke to the Tower operator who told me an update was in the NOTAMs. I went to my NOTAMS and did not see it until I scrolled to the very bottom from months ago. There have been a couple of map updates and none showed this. In this day and age; I think this is not a smart way to leverage technology and could have been a danger.




Synopsis: C182 pilot reported landing without contacting the Tower which recently opened but was not yet published except via a NOTAM.
Date: 202010
Local time of day: 0601-1200
Location: ASD.Airport, LA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZHU
ATC / advisory: CTAF ASD
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Flight Engineer
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport
Primary problem: Airport

Narrative: Parachute operations in progress. I stayed out of the airport boundary until the jumpers were on the ground. I called that I was entering downwind; then entered downwind. The jump plane asked where I was. I told him I was in front and below him entering about to enter left base. The pilot of Aircraft Y cut in front of me and made a landing. As I started my approach the pilot of Aircraft Y the aircraft was about 500 feet in front of me and I called a go around. The situation with this pilot is that he says he cannot hear me. There have been times when he has said this and other aircraft state they hear me loud and clear. I fly to ZZZ regularly and all the ATC controllers hear me loud and clear. I have had my radios checked and there is nothing wrong with them. Yes; I speak with a soft voice; but I should not have to yell just to compensate for this pilot. In fact I have tried yelling at him and it only makes the situation worse. ASD is a pilot controlled airfield. Radio is not even required. I am using 'See and Avoid' so should the pilot of Aircraft Y.




Synopsis: Pilot reported traffic behind them; created a conflict by turning base early; landed; resulted in reporter making go around.
Date: 201911
Local time of day: 1801-2400
Location: GEG.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp GEG
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors; Environment - Non Weather Related; Airport
Primary problem: Ambiguous

Narrative: Arrived GEG Runway 21 for [gate]. Taxiing north east bound on [Taxiway] A from A4 exit I saw another aircraft deicing off [gate] tail West. I chose to enter ramp at [Intersection] T6 so we could park in front of them and they could then leave via T6 for Runway 21. I stopped on the ramp just after entering at T6 leaving room for the other aircraft to pivot right and exit [Intersection] T7 or move to the eastern taxi line and leave T6 after we moved toward the gate. The Marshaller was not waving me in so I set the brake and asked GEG operations if the ramp thought there was not enough room for us to park or what was the plan was. The Marshaller then began to wave me in. I came at the top of the J line from the east and followed the Marshall signals in. As we were doing this the other aircraft said 'at this point you've boxed us in so I guess we'll just watch your wing'. I had been watching my left wing and the Marshaller and it looked to be 15 feet or more space. I parked the airplane and we deplaned while the other plane started engines and left. From my perspective we had been marshalled in; I had the nose wheel on the J line the whole time and we were 15 feet or more from my wingtip to the other plane's nose.I write this [report] wanting to pass on to the ramp that they don't need to feel pressure to park a plane if they aren't comfortable with the spacing. I had only meant to ask what their perspective was rather than add any pressure to bring us in if they weren't ready. I highly value their part in safely moving the airplanes in and out of the gates.




Synopsis: Air carrier Captain reported that time pressure caused the ground crew to park the aircraft while another aircraft was attempting to taxi; resulting in a ground conflict.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Hyd 2 lo quantity message illuminated. Checked synoptic page and fluid decreased by 2% every couple minutes. 24% down to 0% in under 30 minutes. We decided to divert to ZZZ. As we made our turn we lost pressure in hyd 2 system and lost the system entirely. We ran checklists as appropriate which led us to a safe landing using the alternate gear extension handle. Dispatch; Maintenance; Flight Attendant; ATC; and passengers were all notified of the situation using every resource possible.




Synopsis: E175 pilot reported diverting to an alternate airport after experiencing loss of #2 hydraulic system.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Intake Assembly
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Training / Qualification; Fatigue; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post Departure
Result: General Maintenance Action
Contributing factors: Aircraft; MEL; Human Factors
Primary problem: Human Factors

Narrative: A gate call was taken for an engine intake bypass door stuck in the open position. The Mechanic at the Station called Maintenance Control looking for support. Maintenance Control looked in MEL book for relief of this problem knowing it was associated with Anti-Ice. Anti-Ice MELs were reviewed and the engine intake adapter heater was selected being that it was part of the engine intake. The Mechanic and Controller placed the MEL on the aircraft causing it to be restricted to 'No-Icing' conditions and it was dispatched as such.With high work loads; new personnel on board and fatigue from home and work life; the incorrect MEL was selected by mistake. The Engine Adapter Heater and the Bypass Door are not the same; but both play important roles in deicing. A mistake was made and the entire MEL book was not reviewed causing the incorrect and more restrictive MEL to be placed on the aircraft.Recommend taking time to review the MEL book and working with coworkers to verify it is the correct MEL. To have a 'Second Set of Eyes' on the work could have prevented the incorrect MEL being placed on the aircraft. Knowing the systems and terminology better is also a factor. Non-routine gate call. Distraction. Fatigue. Graveyard shift.




Synopsis: A Maintenance Controller describes how a high workload environment; new personnel; distraction and fatigue contributed to his applying an incorrect and more restrictive 'No-Icing' condition MEL on a DHC-8-400 aircraft for an engine intake bypass door stuck in the 'Open' position.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were being vectored for approach and on the downwind we got a WING A-ICE FAIL master caution followed by an A-ICE INOP master warning. After adding more thrust the message initially went away. We had the thrust around 55% N1 but the master caution and warning came back and did not extinguish until we left icing conditions around 500 AGL. We assumed the anti ice system was malfunctioning so we declared an emergency to try to get out of the icing conditions as soon as possible. The main threat was the moderate icing. I read the memo pertaining to the anti ice messages associated with low power settings. I have seen these messages many times with low power settings. This is the only time I have ever seen these messages with a high power setting and they continued until we left icing.




Synopsis: EMB145 First Officer experiences wing anti ice failure during approach in icing conditions. An emergency is declared and the warning light extinguishes at 500 FT AGL on the approach.
Date: 201709
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We experienced moderate wake turbulence from a B737 4 miles in front of us. We were flying the ILS Runway 25L with the LOC and GS captured by the autopilot; 8 NM out; when suddenly the aircraft started to shake and the autopilot started compensating strong roll movements. Suspecting wake turbulence I decided to disconnect the autopilot; apply power; and climb to get out of the wake. Once out of the turbulence we reported the incident to LAX Tower and flew most of the approach one dot above the GS. The turbulence continued through the whole approach phase almost down to the runway. I can tell that because I tried to recapture the GS about 1 NM from the runway and I felt a light roll force as I tried to descend to the GS; so I decided to land beyond the 1500 aiming marks.




Synopsis: Hawker 800 Captain reported encountering wake turbulence four miles in trail of a B737 on approach to LAX.
Date: 201512
Local time of day: 0601-1200
Location: PSP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While Flying the PSP RNAV Visual Runway 31L Approach at 7000 MSL over the fix SBONO we initiated our descent; while following VNAV guidance; to the next altitude of 6000 MSL for the point WEMIR. Approximately 6600 MSL the EGPWS annunciated 'PULL UP; TOO LOW TERRAIN.' Being in Day VMC with terrain visible; we immediately followed flight manual guidance; stopping the descent until warning ceased and terrain clearance was assured.  ATC was not informed as the cause was possibly attributed to a high terrain closure rate. We continued the approach to an uneventful landing. After landing we talked to the outbound Captain who related he had the same incident the previous night. In review; this approach should be reviewed for proper altitude/TERPS specifications.




Synopsis: During the RNAV Visual Runway 31L Approach to PSP; crew experienced an EGPWS 'too low terrain pull-up' warning and followed flight manual procedures for day/VMC EGPWS warning. Once the EGPWS warning ceased; crew continued approach to a normal landing. Crew recommends that the altitudes on this approach procedure be reviewed.
Date: 201212
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Flight conditions: Mixed
Weather elements / visibility: Icing; Turbulence
Light: Night
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZAB
Aircraft component: Oxygen System/General
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification; Communication Breakdown; Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: On our return flight the Captain filed an IFR flight plan. Before the flight the Captain gave no briefing; but merely said we were going a little high; and directed me to brief the passengers. I didn't know how high we were going so I just prepared the masks and briefed the passengers on how to use them and when; but none agreed to use them. After we departed the Captain told me he filed for 14;000 FT and we went on oxygen passing 10;000 FT. Once we reached cruise altitude I did ask the passengers to put the oxygen masks on but; again; no one did so. We later asked Center for higher due to clouds at our altitude and we did pickup a lot of ice at 16;000 FT MSL around 50 NM from our destination. Later; Center asked us to go higher for traffic and at some point; we were at 19;000 FT [FL190] for about 13 minutes; then we got cleared for lower. At all times we did ask the passengers to use oxygen masks [but none did so]. After we landed we asked everyone how they felt and no one complained or commented. I believe what caused the problem was there was no communication with the Captain (who is new) and I didn't confirm what he meant by 'going high' so I could prepare the oxygen masks and place them in each seatback pocket for easy access by the passengers. The masks are normally stored in the front seat area in a plastic bag.




Synopsis: Poor communication between the Captain; the First Officer (reporter); and the passengers aboard a commercial C208B resulted in the passengers not donning provided oxygen masks despite operating at altitudes as high as FL190 due to weather.