elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1801-2400
Location: MIA.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: When the Crew Chief (CC) came on his headset and started to check in with me I noticed that there was some back ground noise. The additional voice on the headset was speaking Spanish so I was in the dark as to the extent of the dialogue. I asked the CC if he could hear the extra voice and he said yes. The extra voice was not a constant source of confusion so we continued. The FO (First Officer) and I checked our audio panel to try and figure out what was happening. Our panels were in the proper configuration. I was eventually able to communicate with the CC that we were indeed ready for push back and the push was started. As the CC was telling us we could start engines the extra voice was blocking out the CC. I finally confirmed that we could start engines and decided the expeditious thing to do was start the engines with three people watching the engines in case of a fire or failure of some sort. Before I cleared the CC off and the line of communication was normal I asked him if he knew who the Spanish speaker was and he said it was a Spanish speaking radio station bleeding through his headset and he said it happens fairly often. Obviously; my concern is the safety aspect of having an additional voice blocking out an emergency call from the CC or my inability to communicate a problem that we were having. Not a good scenario. My desire to get the aircraft out on time and getting the flight underway weighed too heavily on my decision to continue. I allowed myself to put the operation in a potentially dangerous situation - although that only occurred to me after I had time to think about what had just occurred. I should have stopped the push - better yet I never should have started the push. I should have had the CC get a new headset or make sure we were all comfortable with hand signals. We should make sure that our CC's have communication equipment that aren't susceptible to outside interference. I don't know if this was a bluetooth system failure; but if it was; we need better and safer headsets for our ground personal.




Synopsis: Air carrier Captain reported bleed-through from a nearby radio station into the headset of ground crew blocked some communications during pushback at MIA airport.
Date: 201405
Local time of day: 1201-1800
Location: ABQ.Airport, NM
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ABQ
ATC / advisory: Tower ABQ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: [We were] visual to Runway 26 at ABQ. Approaching from the east and making a right turn to a left base; got one 'Terrain; Terrain' (no 'Pull Up') GPWS warning. I stopped the descent; but we were VMC and neither of us thought we were close to ground contact. Meanwhile; the Tower was vectoring a C-130 on the opposite base leg and looked like there might be a conflict. I was already thinking go-around when finally; on final at about 1;500 AGL we got a visual and audible windshear alert and performed an uneventful go-around. Probably should have performed the escape maneuver but neither of us noticed any loss or gain of performance; but this is possibly because of the terrain and the C-130 so we were looking outside much of the time. After being vectored around we got another one time 'Terrain' warning on base leg. [We] continued to an uneventful landing. Tower never commented on our altitude on either approach.




Synopsis: MD80 First Officer experiences a momentary terrain warning during a day visual approach to Runway 26 at ABQ. On final a windshear alert is annunciated and a go-around is initiated by the First Officer. During the second visual approach to Runway 26 another terrain warning is annunciated but the approach is continued to landing.
Date: 201909
Local time of day: 1201-1800
Location: BID.Airport, RI
Flight conditions: VMC
Light: Daylight
Aircraft: Single Engine Turboprop Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G BID
ATC / advisory: CTAF BID
Second aircraft: Small Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was in Unicom communication with multiple landing aircraft. I was number three to land in a short period of time. I announced crosswind entry; left downwind turn; base turn and turn onto final Runway 28 at BID. While on short final; I heard Aircraft Y announce taking the active on Runway 10. I quickly communicated that I was on short final opposite direction. Aircraft Y responded I'll be quick left turn out and out of your way. I announced for him turn off next taxi exit and he refused. I was 1/2 mile final at roughly 500 feet and was forced to fly a go-around outside the runway line. Luckily there was no traffic on the downwind or I would have had that incursion to avoid. VERY UNSAFE; inappropriate. He says he didn't hear my communications; which I find hard to believe as 2 other aircraft communicated with me and ultimately he responded to me as well. Was his departure time late?




Synopsis: Pilot reported a NMAC with a another aircraft departing opposite direction of traffic; resulting in a go-around.
Date: 201412
Local time of day: 1201-1800
Location: VVTS.ARTCC, FO
Aircraft: MD-11
Operator: Air Carrier
Flight phase: Cruise
ATC / advisory: Center VVTS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: ATC would not allow a descent to FL280 on airway N892 after we notified them of 'negative ADS-B'.


Second narrative: Initial climb was FL350. ATC asked if we were ADS-B and we responded negative. We initially were assigned FL350; by Manila but asked Ho Chi Minh for lower altitude due to NOTAM requiring FL290 or below in their airspace. They denied the request. We asked several times for lower; but were not given lower for about an hour. Remove altitude restriction in VVTS airspace.


Synopsis: MD11 flight crew reports that VVTS airspace has a NOTAM requiring flight at FL290 and below for aircraft not equipped with ADS-B. When a descent is requested to comply with the NOTAM; the request is denied.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While working Sectors XX/YY/ZZ/WW combined; an A330 was at FL320 and requested a climb to FL340. He was cruising at M0.81 and had an aircraft 8 minutes ahead of him at FL330 cruising at M0.79. I advised the A330 that I was unable higher due to traffic; however; I advised the A330 that higher would be available with a climb at M0.76 to resume M0.81 upon reaching FL340. An A330 acknowledged that advisory but did not request the advised climb. Six minutes later; the A330 then requested to know when to expect a higher altitude. I advised the A330 that he had traffic one thousand feet above him that is M0.03 slower than him and at M0.76 he could climb to FL340 now; otherwise I could offer a reroute. The A330 acknowledged the advisory. And immediately after acknowledging the advisory sent a transmission that he was climbing to FL340. I demanded his ADS; his altitude indicated that he was in a climb for FL340; and a trail probe went off with the aircraft in front of him at FL330. He sent a transmission indicating he was leveling at FL340; and I advised him that I had not sent a clearance to him and cleared him to maintain FL340. I believe the situation could have been avoided had I not used the words 'you can climb now' when answering his question as to when he can expect a higher altitude. I believe the language barrier had something to do with it. Also; the A330 should have verified if I had sent him a clearance or not; and waited until I sent an actual clearance to FL340. I would recommend being more clear and concise when dealing with foreign language speaking pilots.




Synopsis: Enroute Controller working non-RADAR oceanic traffic described an unauthorized climb through occupied airspace; the reporter acknowledging using less than clear and concise phraseology with this international flight crew.
Date: 201507
Local time of day: 0601-1200
Location: ATL.Airport, GA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B717 (Formerly MD-95)
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not 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: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During arrival into ATL we were descending thru approximately 10000 FT when we encountered wake turbulence. Over an approximate 5 minute period the wake induced three separate 15-20 [degree] right rolls. The rate of roll was slightly aggressive. ATC advised that the aircraft we were following was a Boeing 717 that was 2000 FT below us and 6 miles ahead.Wake turbulence encounter that induced several undesired right rolls.




Synopsis: CRJ-200 First Officer reported encountering wake turbulence on arrival into ATL 6 miles in trail of a B717.
Date: 201201
Local time of day: 0601-1200
Location: D10.TRACON, TX
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Aircraft

Narrative: We executed a missed approach to Runway 36L at DFW. I was the pilot flying. I configured early and intercepted the localizer on the autopilot. The Captain and I noticed the localizer drifting left so I disconnected the autopilot and aggressively pursued the localizer. The localizer did not move. At about 1;000 FT the Captain asked the Controller if he had us right of course. The Controller said he had us left of course; and then he said he had us visually well left of course. We executed a missed approach/go around and requested vectors direct to our alternate. The alternate was VFR but we elected to fly the ILS to 35L to determine if our ILS receiver was operating correctly. It operated correctly. The return to DFW was uneventful.




Synopsis: When their localizer receiver provided anomalous guidance the flight crew of a B767-300ER elected to divert to their VFR alternate. While utilizing the ILS at the alternate it functioned normally.
Date: 201706
Local time of day: 1201-1800
Location: DCA.Tower, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While conducting the River Visual to runway 19 in DCA we got a GPWS warning. This was caused by proximity to buildings along the approach. We corrected by leveling off and turning slightly left and the warning went away. We continued the approach and landed on runway 19. Daytime VMC conditions.


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


Synopsis: CRJ-900 flight crew reported they received a GPWS terrain warning on the River Visual approach to DCA Runway 19.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Beechcraft Twin Turboprop or Jet Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying along when approach calls me on the radio and warns of traffic. They say it is at 12 o'clock. They tell me that traffic is 300 ft above me; heading toward me; faster than me; should not be a factor however; keep an eye out. I let them know I am scanning for traffic. They call back a minute later and say traffic is no longer a factor; took on a different heading and changed altitude. I look down at my map for a second and when I look up I am flying straight toward a king air. We both took evasive action to avoid a collision. Once I am sure I am clear of the other airplane I ask approach for a tail number and they reply that they have no idea who; or what that was.




Synopsis: The pilot of a C172 reported initial notification of traffic from ATC followed by notice that there was no longer a traffic issue. The pilot was then surprised by a near-mid-air-collision that required both aircraft to take evasive action.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a takeoff to meet the Company requirement for currency; the starboard engine lost 25% power at 100 feet AGL. The climb was continued to pattern altitude of 900 feet MSL. Upon observing a loss of oil pressure; a precautionary shut down of the starboard engine was completed. Since there was no engine failure and the shutdown was precautionary; no report was filed since it was not required by the FAR. Maintenance investigation revealed a 1 1/2 inch wide; 7 inch long; piece of masking tape in the oil inlet screen causing the loss of oil pressure indication. Further investigation revealed no immediate damage to the aircraft engine; however a mandatory service bulletin by Lycoming does require an engine tear down for an event such as this.




Synopsis: PA-31 pilot reported power loss and low oil pressure in right engine. A precautionary shutdown was accomplished and after landing a piece of tape was found in the oil inlet screen.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As I was taxing out from the gate to the runway; suddenly the right engine propeller feathered at 900 RPM. As I was with full passenger and bags load; I was unable to taxi back to the gate. I coordinated with Ground Control and the Company Maintenance and the ramp people. The passengers were transported from the plane back to the gate and the airplane was towed to the maintenance hangar. I was assigned another airplane and continued the flight.




Synopsis: For an unknown reason; the pilot of a Cessna 402 experienced an uncommanded autofeather of the propeller during taxi out. He was unable to taxi; so the passengers were transported to the gate and the aircraft was towed to the hangar.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Contents Indication
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After takeoff from Runway 24R; while retracting the flaps we received a SMOKE TOILET caution message and smoke detector audible alarm. We did smell smoke and the cabin appeared hazy. We decided to return to ZZZ. I ran the QRH while the Pilot Flying flew the aircraft. Approach had us on a right downwind to Runway 18 and cleared us to land; relayed to us from the Tower through ZZZ approach. [ATC was advised] and trucks rolled. While on downwind the smoke began to dissipate and the audible alarm stopped. We landed and after the fire trucks told us they did not see any external indication of smoke or fire we taxied to the hangar. Trucks followed us to parking. Cause: Maintenance found that the Right Hand engine had been over serviced with oil.Suggestions: This aircraft had sat for several weeks awaiting end of lease work and processes. Although Maintenance took precautions and ran the aircraft the day before; they did not run the packs on the engine bleeds. Risk is increased occurrences due to system failures when aircraft are return to service after being in storage. Mitigation is maintenance and crew awareness.




Synopsis: CRJ-200 Captain reported that a lavatory smoke warning and cabin fumes event resulted in a return to the departure airport.