elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Carburetor
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Was flying from ZZZ to ZZZ1. Around 17 miles out I started my descent; when I pushed the mixture full forward the engine sputtered; then shut off. I tried adjusting the mixture and did some troubleshooting but could not get it started again. [Requested priority handling] with ZZZ1 TRACON and glided to ZZZ2; a private grass strip. My passenger was an A&P mechanic (we were flying to ZZZ1 to repair another plane so he had tools and parts onboard) and determined the cause of the failure was a faulty bolt connecting the mixture cable to the carburetor. The bolt released when I started my descent and shut the engine off. We were able to have the plane repaired on site and completed our flight to ZZZ1 later that day.




Synopsis: Pilot reported engine failure during cruise and diverted to a safe landing. Post flight it was found that a bolt connecting the mixture cable to the carburetor had failed.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Doing touch and go's practicing landing in tailwheel aircraft. The last half of the gravel runway has many whoopdeedoo's on it which is not stated in the NOTAMs for the airport. I lost control when the aircraft hit a dip in the runway and attempted to go around but did not have enough airspeed. I zinged off the runway resulting in left hand gear and prop being damaged.




Synopsis: Super Cub pilot reported losing control on a rough gravel runway that resulted in a runway excursion and damage to the aircraft.
Date: 201909
Local time of day: 1801-2400
Location: MHT.Airport, NH
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Other Takeof Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff on Runway 6. After the throttles were pushed up and thrust set; we heard Tower tell a twin engine Cessna about halfway down the runway 'Stop; stop.' Tower canceled our takeoff clearance due to the Cessna crossing the runway hold short line. We executed a RTO (Rejected Takeoff) around 40 kts. and brought the aircraft to a stop on the runway. After checking brake temperatures; we taxied clear of the runway; contacted MX (Maintenance) due to the RTO; reran checklists and takeoff data; and took off without further incident.ATC (Air Traffic Control) noticed and also crew seeing the aircraft farther down the runway. Aircraft crossed the hold short line farther down the runway during our takeoff. RTO. Taxied off; contacted MX; reran checklists and takeoff data; took off without further incident.




Synopsis: EMB-145 First Officer reported rejected takeoff due to another aircraft on the runway.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Fog; 3
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: Working Ground Control and CIC. Local noticed 7700 Code 10 south of the airport heading north. Tuned in Approach Control frequency and listened. [There were] numerous calls and no response from aircraft on RADAR and Tower frequencies. Weather had just moved in; low overcast and visibility dropping. Reported weather OVC007 vis 3SM. Observed target fly over the airport and circle. [I] caught a glimpse of lights through thin overcast. Aircraft continued to circle. Saw aircraft overhead diving through fog toward the runway. Aircraft in steep descent over runway; flared out at midfield landed and rolled out to the end. No communications on Tower frequencies. There were a few transmissions heard on RADAR but no real comm.




Synopsis: Tower Controller described an emergency event when traffic was observed on Code 7700; descended through a thin overcast layer and landed.
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On Approach ILS ZZ Approach; at 2000 feet flaps 5 selected and 180 KIAS; we commenced configuring the aircraft to land.  At the FAF we intercepted LOC and glideslope and started down the glideslope while slowing and configuring the aircraft. I was slowing and configuring the aircraft when I sensed the aircrafts attitude was not as expected for my configuration.  I looked at the flap position indicator and noticed a split flap situation with one flap at 1 and the other between up and 1.  I initiated a go-around.  The flap handle was at 30; and not knowing the current flap status; I left the flap handle at 30 and raised the landing gear.  As soon as the landing gear retracted the flaps immediately and rapidly dropped to flaps 30 position; and the configuration warning horn sounded.  At 2000 feet with the aircraft in a stable flight path; I lowered the landing gear.  The configuration warning horn ceased and I had three down and locked landing gear with flaps at 30 and a green light.  We [advised] ATC of our situation and received radar vectors back for a Visual Approach to Runway.  An uneventful approach and landing was conducted using normal checklists.  Company Maintenance was consulted at the gate and a logbook entry made.  Company Dispatch was also contacted and briefed.




Synopsis: A B737 Captain reported a flap asymmetry on final with the gear down; but during a go-around to complete the checklist; the flaps lowered to 30 as selected when the landing gear retracted. The aircraft returned to land.
Date: 201709
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: During flight; we asked for; and received from ATL Center; direct MOL. Following a frequency change; we were recleared via our original routing. The comment from the new sector controller was I can't have you over MOL. As we were reprogramming the FMS; the FMS failed. I selected HDG and had the FO contact ATL Center telling them of the FMS failure. The first thing they asked was what our new equipment code was. I told them that was not one of my primary concerns at the moment. Then we were asked if we could continue on the PAATS2 arrival. We answered negative. Then we were switched to Washington Center and they were advised of the problem. We contacted Washington Center and they were aware of the problem. The first Washington Center controller asked if we could go direct PXT and the DUPONT FIVE arrival. We accepted it. We dialed it in but didn't receive it. We were switched to another controller and were assigned a heading until receiving PXT. We never received it. We did receive another signal and could pick up some Morse code but couldn't hear it clearly. I elected to begin the turn. Stopped the turn and our controller turned me to a 100 heading. We were asked; again; if we were receiving PXT and we said negative. We were switched to another controller. I had the FO dial in SWL (112.4) and he did receive that. When we checked in with the third Washington Center controller; we asked if PXT was off the air. This controller said PXT was off the air. We then asked if we could intercept the ENO 226 radial inbound and pick up the DUPONT FIVE at HEDGE. Eventually; that's what we did and flew the remainder of the arrival and landed on 27L.Detection was immediate and very clear due to the FMS failure. I do wonder why two different controllers tried to clear us to PXT when it wasn't usable.




Synopsis: Air carrier Captain reported ZDC controllers tried to clear them with a failed FMS to a VORTAC (PXT) that was out of service.
Date: 202003
Local time of day: 1201-1800
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After service; a passenger onboard became ill vomiting between the aft lavatories and stated she had experienced shortness of breath earlier in the day. Passenger condition improved after vomiting so we opted not to page for medical assistance in order to keep from unnecessarily exposing other passengers in case it was contagious. I was picking up trash at row six when this occurred. D FA signaled for A FA to come to the back. Both D FA and A FA were vomited on; lightly. They retrieved the clean-up kit and cleaned themselves and the area to the best of their abilities while also tending to the passenger. A FA and I decided to switch positions; thoroughly briefing our changes in responsibilities; in an effort to keep me from being exposed. I stayed up front taking care of F; the pilots; and supporting D FA and A FA to the best of my abilities. I landed in A FA jumpseat; A FA landed in my jumpseat; and D FA had to take the E/F jumpseat since the C jumpseat was contaminated with vomit. We debriefed with base manager and D FA and A FA completed the exposure forms. We called the paramedics and had them check on the passenger. She was released after being evaluated.


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


Synopsis: A320 flight attendants reported ill passenger vomited on two FAs who took preventative measures on their persons as well as requested passenger medical evaluation at destination.
Date: 201601
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BUR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather; Airport
Primary problem: Human Factors

Narrative: The BUR ATIS called for Runway 33 with winds at 310 at 5 knots. The Pilot Flying (PF) briefed that she would prefer to land Runway 8 since 33 had no approaches and she had never landed on 33. The data allowed for Runway 08 with only one or two knots of tailwind. We agreed to request that; but did discuss some of the hazards associated with 33 along with a discussion of optimal flight path for the 33 Visual. When we checked in with SoCal; winds were now too strong for a landing on Runway 8 and we accepted vectors for the base to 33. I entered the runway into the FMC with a three-mile final and 3.2 degree flight path angle to match the PAPIs. We delayed calling the airport in sight until the PF could see Runway 33. By this time our vector already had us south of the Ventura Freeway; which I briefed earlier as a good guide to fly over on the way to the base turn. The PF was too slow in making the left turn for a tight enough base leg and we received a 'Caution; Terrain' GPWS Alert. We initiated a go-around IAW procedure; and the PF flew a smooth; non-eventful go-around and subsequent approach to landing on 33.1. I did a poor job of not recognizing the PF's inherent task saturation and communicating with the requisite assertiveness. I hinted that an LNAV/VNAV solution to base was available and that we needed to stay north of the freeway; but should have used more authoritative language on the necessary course correction.2. An RNAV Visual approach would be great idea for BUR Runway 33.


Second narrative: Executed a go-around with a turn towards BUR. BUR Tower was very slow to respond and failed to communicate an altitude or heading during the go-around. SoCal vectored us for another visual and we landed without further incident.


Synopsis: B737 flight crew experienced a GPWS terrain warning during a night visual approach to Runway 33 at BUR and went around. The second visual approach was successful.
Date: 202103
Local time of day: 0601-1200
Location: CLT.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: Before turning left base for RWY 36L at 4;000 feet; we noticed we were following a larger aircraft. I noticed on my range scale the preceding aircraft was more than 5 miles ahead. We were heading south on the arrival. Approach turned us left heading 090. We were still slightly more than 5 miles in trail. Approximately half way through the left turn the aircraft rolled further left to approximately 50 degrees; resulting in the AP disconnecting and the 'Bank Angle Aural'. I assumed manual control and initially leveled the wings; maintained our altitude and resumed the turn manually. Once level on the 090 heading i asked for the AP to be turned back on and we let ATC know we just encountered wake turbulence. They let us know we were 5 miles in trail of an A321. The rest of the flight continued with no further event.

Callback: CRJ pilot reported they were surprised at the strength of the wake from a narrow body aircraft.



Synopsis: Captain of medium transport aircraft reported encountering wake turbulence on arrival into CLT in trail of an A321.
Date: 202010
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: On final; as I was collecting trash and doing compliance; my mask slipped and revealed part of my nose. Passenger in seat X1 (I think) loudly told me to cover my nose. Both hands were busy; but I stopped and adjusted it. Passenger was unhappy and reported me to the A FA.




Synopsis: Flight Attendant reported being called out by a passenger when the mask covering the Flight Attendant slipped and revealed part of the nose.
Date: 201808
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Fatigue; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were instructed to hold at a fix on airway. The instruction 'hold as published' was not used. We entered standard right turn. On outbound leg; we were told that it was a left pattern. I reviewed JeppsPro High Alt; but did not see any holding pattern at the fix. Other holding patterns were shown; so I assumed that it was standard entry. After we were told that we turned in the wrong direction; a closer analysis of JeppsPro showed that the fixes were not selected; and the holding patterns shown were over navaids (which were selected). As soon as the fixes were highlighted; the correct holding pattern was shown. This error is also attributed to the fatigue; since this was a third leg of 4 leg [while] pairing with crew of 3. With crew of 3 there is significant degradation of alertness and many minor errors; such as missed communication; slow responses; etc.; were shown on this leg and subsequent leg. We were all fatigued with only about two 3 hour rest periods in about 20 hour period.




Synopsis: B787 Captain reported entering a hold pattern with a standard right turn which was incorrect for this fix.
Date: 201711
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: Took off from [the Airport] assigned runway heading and 5000 feet; shortly after tower gave us 2 left hand turns. After which we were advised to contact Departure and were subsequently given a 090 heading and to maintain 5000 approximately 8 DME from the VOR. About a minute later while level at 5;000; we got a GPWS 'caution terrain; caution terrain;' and right after 'Terrain; terrain; pull up; pull up.' At that moment; I complied with the GPWS warning and initiated the GPWS escape maneuver. At about 6;000 feet; the alert went away and we advised ATC of the situation and let them know that we would level off at 7;000. ATC advised of traffic at 8;000 but still in IMC; then followed by an ATC instructions to turn right to 180 and climb to 15;000. After which the flight proceeded normally and upon arrival wrote up the event in the AML.During this event; the grid MORA (Minimum Off Route Altitude) on the navigation chart was 3;500. The cause [of the GPWS may have been] a Possible Radio Altimeter malfunction or actual terrain. [I am] still trying to understand the underlying cause.


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


Synopsis: An Embraer 145 Flight Crew reported that they received a 'Terrain-Terrain Pull up; Pull up' warning during climb while following ATC instructions.