elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
Airspace: Class C SNA
ATC / advisory: Ground SNA
Second aircraft: SR22
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Cessna was cleared to taxi via Charlie to the midfield run-up. This clearance takes you across Taxiway Hotel which leads out from Runway 20L. While I crossed the intersection; Cirrus exited from Runway 20L and did not come to a quick stop; but instead nearly rolled into my right wing. It was much too close; possibly within 1-2 yards. The Cirrus aircraft's failure to stop right after exiting the runway led to a near collision. I'm not sure what could've stopped the issue.




Synopsis: Pilot reported that while complying with taxi instructions; another aircraft landed and taxied off the runway without clearance and caused an NMAC.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Flight phase: Initial Approach
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Confusion; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were coming into ZZZ on the ZZZZZ Arrival. We were a bit high and fast so we had to slow down a bit and loose altitude. On the descent we picked up some ice so I turned the REF speeds [switch] to INCR (increase). As we descended we checked for ice and there was still some on the right wing so I left the REF speeds to INCR. As we were approaching 3;000 ft we were fully configured and about 5 to 10 kts above open bug; which was about 115 to 120. The red line approached but we never exceeded it. When we got the stick shaker the FO (First Officer); who was pilot flying; just lowered the nose a bit to correct. It then stopped and we continued on with the approach and safe landing. At that point I turned the REF speeds to off. I should have done another ice check on descent so we would have turned the REF speeds off.


Second narrative: Operating Aircraft X from ZZZ1 to ZZZ as we began our approach and passed through 10;000 ft. We completed the approach checklist and checked wings for icing. I identified my wing still had icing present so we continued our decent with the ref speeds increased. As we continued our decent we went through our configuration checks and began slowing down. As we continued our decent a few moments later I checked my wing again and identified the icing was no longer present. Before we went through 1000 ft. my speed was set between solid bug and open bug in preparation for the approach; I noticed that the Vso speed was indicating near the open bug speed. I was maintaining approximately 5 knots above the open bug speed when I got a momentary stick shaker; I immediately increased pitch and announced 'stick shaker'. A quick scan to the ED (engine display) and I identified that the ref speeds were still increased and told the Captain; at that time he turned it off. We continued the remainder of the approach without incident. I am filing this report after being notified by Manager of Flight Safety that he recommended an ASAP should be filed. Lesson learned for me as a FO (First Officer) is that I should have verified that the ref speed switch was turned off after verifying that the icing was no longer present. And then again when I noticed the Vso speed was higher than I anticipated; I should have cued in that something wasn't set properly.


Synopsis: Air carrier flight crew flying DHC8 aircraft report Aircraft Limit Speed exceedance on approach.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
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: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just prior to returning from my crew break; I was given an expedited call to return to the cockpit. Upon entering; I noted the Captain windshield had major cracking and pitting with a dark area near the middle. I took the first observer seat and ran the checklist for Windshield Damage. Mayday was declared; and emergency descent initiated. During the descent we determined that [a nearby airport] met the criteria for nearest suitable airport. I verified completion of the Emergency Landing; Emergency Descent; and Windshield Damage checklists while assisting with numerous communication duties with company; and other aircraft assisting us with comm relay due to our low altitude. Divert at 10000 feet was uneventful; with normal FO landing. No company or ATC procedures were violated during the event.




Synopsis: B767-300 First Officer reported they diverted to a nearby alternate when the Captain's windshield exhibited cracking.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Bonanza 35
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
Second aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Result: General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Bonanza 35 departed Runway 06 on an IFR clearance to ZZZ1. The weather was solid IFR. After The BE35 was switched to Departure; and about 1.5 miles off the departure end of the runway; I departed a PA31 off Runway 06. For some reason; the BE35 made a course reversal and headed directly towards the PA31. I gave the PA31 a 020 heading followed by a 330 heading to keep him away from the BE35. Apparently the BE35 had some vertigo; on top of some vibrations from his airplane which caused the abrupt; unauthorized turn. This was a situation that I treated like an emergency.




Synopsis: Tower Controller described a conflict event when an IFR departure turned unexpectedly back toward another IFR departure; the reporter issuing an immediate turn to the second departure.
Date: 201206
Local time of day: 1801-2400
Location: JFK.Airport, NY
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower JFK
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An A320 was in position on Runway 4L; a B757 was in position on Runway 31L KE Intersection. I issued the B757 takeoff clearance; the A320 took the B757 clearance and did read it back with his call sign. The B757 immediately asked for a confirmation of the take off clearance.  I then restated the B757's clearance to take off. He then stated that he someone else took his take off clearance. At this point I noticed the A320 had begun his departure roll on Runway 4L. He may have gone a hundred feet down the runway when he stopped and asked if he was cleared for take off. I stated that I did not clear him for take off but he was at this time now cleared for take off. There was no loss of separation or possibility of it. The A320 and the B757 both departed with no further issues. Pilots and controllers must be more aware of hear back read back errors. I did not realize that the A320 read back the B757 clearance. I heard what I thought was the B757 acknowledging the clearance. The call signs were similar but not similar enough that I pointed them out to both pilots. The A320 heard what he was waiting to hear even though the clearance was not for him.


Second narrative: Aircraft cleared position and hold 4L at JFK. Second aircraft cleared position and hold 31L; KE Intersection. ATC issued takeoff clearance; both aircraft responded; at which point we delayed takeoff until clarification was given by ATC; normal departure without incident.


Synopsis: JFK Controller described a confused take off event when an Air Carrier initiated a take off without being cleared; confused by another another Air Carrier's clearance departing an intersecting runway.
Date: 201507
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: Twin Otter DHC-6
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared to descend on the PINNG1 RNAV Arrival to 12;000 feet; slow to 210 knots and hold at the BRDEY Intersection as published due to an inbound emergency to PHX Sky Harbor. Approximately 1 minute after entering the hold on a heading of approximately 112 degrees we received a TA. This almost immediately became an RA. I had to climb approximately 1;500 feet and turn off course approximately 20 degrees to the right. While I was executing the escape maneuver I saw the DHC-6. My best guess is he came within 1 mile from and 200 feet below our aircraft while I was climbing and turning. To further complicate the matter PHX Approach had cleared two other aircraft to hold at the same intersection behind us; one at 13;000 feet and the other at 14;000 feet. If not for good weather; good equipment and a very quick and positive reaction by this crew this would have ended very poorly. The controller was notified by the First Officer as we executed the response to the RA and basically said; sorry. I said a little more. Not only would it have not taken much for the DHC-6 to hit our flight but because of the close proximity to the other holding aircraft it could have easily resulted in us striking one of them.




Synopsis: B737 Captain cleared to hold at BRDEY on the PINNG1 arrival to PHX at 12;000 feet; receives a TCAS RA and climbs 1;500 feet to avid a DHC6. It is not clear where the DHC6 came from but the Controller seems to take responsibility for the conflict.
Date: 202104
Local time of day: 1201-1800
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: En route we got an ECAM advisory for low oil quantity on the number two engine. We contacted Dispatch and [Operations] to advise and a joint decision was made to divert to [a suitable airport]. We initially declared 'PAN PAN'. Shortly thereafter we observed a decrease in oil pressure which ultimately resulted in an ECAM low oil pressure advisory. We conducted the ECAM action which resulted in shutting down the number two engine. We followed up with the QRH and all other appropriate company SOP's and proceeded to [the alternate airport] making an overweight landing. There are no causal factors that I am able to apply to this event other than a mechanical issue.




Synopsis: A319 First Officer reported diverting to an alternate airport after shutting down #2 engine following loss of oil quantity.
Date: 201201
Local time of day: 0001-0600
Location: AUS.Airport, TX
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower AUS
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Communication Breakdown; Distraction; Time Pressure
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: We were taxiing out to Runway 35L in AUS when ATC reported a windshear reports on the departure end of the runway. The Captain then said we should plan for a possible wind shear encounter so I changed the data per the procedure and it changed the departure flap setting from one to five. I then changed all the information in the FMC and told the Captain that the flap setting changed.We were just pulling up to the runway and had been cleared for takeoff. We were talking about the profile; but forgot to reset the flaps to five. We took off and used the higher rotate speed and lifted the flaps via the profile. The flight proceeded and we landed without incident.


Second narrative: On taxi out; ATC advised of multiple aircraft reporting an airspeed change of plus or minus 15-20 KTS at 1;000. We realized our error as we were cleaning up the aircraft on departure. No adverse effects on takeoff or departure.


Synopsis: When alerted to reports of windshear on initial climb the flight crew of a B737-700 recalculated their takeoff data appropriately but failed to reset the flaps to the required setting prior to takeoff. No adverse effects resulted and the flight proceeded uneventfully.
Date: 201501
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Aircraft was leveled off at 11;000 when ATC queried me to say altitude. I responded level 11;000. He suggested I check altimeter setting at which time I noted the co-pilot altimeter was 400 feet higher on the same setting. I started a descent and switched to the Alternate static source which caused the pilot side altimeter to rise roughly 500 feet from where it was. I continued the flight and queried ATC about what altitude they showed me at to make sure all systems were now in agreement. Additionally with the autopilot on in level flight (no change in altitude by either altimeter); the pilot side VSI was steady at 400 fpm descent and the co-pilot VSI showed a 300 fpm climb. After landing the altimeters were accurate and the pilot side VSI showed a 200 fpm climb and the co-pilot vsi was level. I consulted the lead mechanic from base and he said to put the aircraft in a heated hangar where ice could melt and drain. The subsequent flight showed no irregularity after checking the normal and alternate sources. Contributing factors may have been de-icing fluid could have been sprayed into the static ports; or ice blockages/frost buildup in the static lines causing errors. The aircraft was left outside the night before in subzero temperatures and snow. The aircraft was also de-iced just before departure.




Synopsis: SA227 Captain experiences static system anomalies after the aircraft is left out overnight in extreme cold conditions and deiced just prior to departure. In flight ATC questions the reporters' altitude and the Captain discovers his altimeter reads 500 feet lower than actual. Switching to the alternate static source corrects the altimeter error but both VSI's are in error.
Date: 201911
Local time of day: 1801-2400
Location: KZAK.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A KZAK
ATC / advisory: Center KZAK
Aircraft component: HF SSB
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: Both HF radios and SATCOM tested OK during preflight; although I noticed an extended amount of time; 5-10 seconds to tune HF #2. HF #1 and HF #2 were respectively set/tuned to ZZZ radio primary/secondary on the ground. Upon reaching cruise; although we could hear ZZZ radio; we could no longer tune a new HF frequency or transmit on HF1 or 2; nor receive SELCAL. SATCOM voice was intermittent with several failed attempts to contact Dispatch.CPDLC (Controller Pilot Data Link Communications) was working with Center; so we texted and advised them of the scenario and that we were attempting to work with Dispatch and Maintenance on a plan of action. When we finally got a hold of Dispatch/Maintenance; Maintenance suggested we might try CB resets of one/both radios; but the AOM does permit it for the HF system because it is not a procedure in the QRH or AOM. Dispatcher suggested we follow AOM/QRH procedures. FOM requires at least one HF functional for the CEPAC RNP10 airspace. Although Center was willing to let us proceed; via CPDLC text; with the spotty SATCOM and an FOM that mandated at least one fully functional HF with SATCOM; there seemed to be no other option but to [return to the departure airport]. We decided to [amend release and return to the departure airport] for Maintenance.




Synopsis: MD-11 Captain reported returning to departure airport after both HF radios failed.
Date: 201205
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were departing DFW on the Akuna 4 RNAV departure NAVYE transition. The departure was uneventful. At 600 AGL the First Officer; who was the flying pilot; requested the autopilot on. I pressed the button but failed to notice it did not engage. I was then running the checklist for a few seconds and when I looked back up I noticed the aircraft was still in the climb but was banking to the left rather than continuing straight on the RNAV departure heading. I then realized that the First Officer had released the controls; but had also failed to verify the autopilot was working. I immediately told him to turn right to return to the departure course. As he did; he pulled back a little on the controls and got the stick shaker. He responded properly and lowered the nose; the speed increased and we returned to the departure course guidance via the FMS. In the future I will verify that the autopilot is definitely engaged via the FMS display; and confirm the aircraft is flying the proper course once controls are released prior to performing other duties.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: While flying a SID from DFW both pilots aboard a CRJ-700 failed to note the autopilot did not engage when selected and a momentary course deviation and decay of airspeed to trigger a stick shaker resulted. Control was immediately re-established.