elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The #2 Engine vibration indicated 9.9 in cruise at FL340; M.80. Vibration went away for 10-15 minutes after slowing to M.77. While discussing the event with Maintenance Control and Dispatch the #2 Engine Compressor stalled and significant aircraft yaw/vibration occurred. We reduced #2 thrust lever to idle; declared an emergency and told Dispatch we were heading to a nearby suitable airport. The First Officer took over flying and ATC duties; set up the approach; got ATIS and expeditiously descended to a 10 mile abeam position for landing on [Runway] 14L at the diversion airport. After signing off with Dispatch and Maintenance Control I ran the Engine Stall Checklist; talked to the flight attendants; and passengers; requested landing data; ran the Overweight Landing Checklist and took the controls for a hand-flown visual single engine approach and landing. The #2 Engine had normal indications at idle so we left it running at idle. At around 1;200 AGL; the #2 Engine temperature spiked to hot/max red (didn't see an actual temperature) but we elected to continue the landing rather than run the Overheat Checklist. Fire trucks met us at mid-field; we immediately shut down #2; and were inspected by the fire crew. No indications of fire existed so we taxied to the gate and deplaned passengers. The First Officer did an outstanding job of coordinating the emergency with ATC; descending the aircraft and setting us up for a timely approach and landing; and backing me up throughout the landing. Somewhere in the busyness of it all we got a 'FIRE LOOP B DET FAULT' that flashed for a few moments then went away; and I believe but can't be certain that we also got a momentary Engine #2 fire detection inoperative ECAM that also went away after just a few seconds on the screen. I am curious if we had fire detection during the overheat while landing since the #2 Engine temperature got so hot with no fire indications.


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


Synopsis: The flight crew of an A320 diverted to the nearest suitable airport following receipt of high vibration indications and compressor stalls from the right engine.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cylinder Head Temperature
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; Pilot Instructor (PI) noticed a fluctuating Cylinder Heat Temperature (CHT) (6) indication. It would stabilize momentarily and then go offline. Pilot Instructor contacted departure and let them know that we would like to just head back to [departure airport]. The field was IFR and we were issued vectors for the ILS. No further assistance was requested at this time. About a minute or two later CHT 6 dropped to zero again and the engine began to run rough and vibrate quite a bit. It was at this time that Pilot Instructor decided to ask for a turn to intercept the localizer immediately. Pilot Instructor shot the approach and landed without any further issues.




Synopsis: A pilot instructor in a SR20 reported an unstable cylinder heat temperature indication that prompted a return towards the departure airport.
Date: 201502
Local time of day: 1201-1800
Location: HJO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Dusk
Aircraft: Cessna 120
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prevailing conditions: winds 320/5; skies clear; visibility 5; altimeter 30.05.  While approaching Hanford Municipal Airport (HJO) after a short local flight in a Cessna 120; I started making voice reports at 6.5nm northwest indicating my intentions of flying overhead the field from the west at pattern altitude; then turning to the right downwind for runway 32. A Bellanca 7ECA was already established in the pattern; doing touch and go landings. When at 5nm from the field; a Cessna/Columbia 400; reported 14 miles north and approaching for landing; after which the 7ECA and I updated our positions. The Columbia 400's response was that he was approaching at 1;400 feet and 180 knots. When at 2 miles west of HJO; I reported my position and altitude of 1;000MSL and called both aircraft in sight: the 7ECA was extending upwind (approximately 1 mile) and I caught a glimpse of the Columbia 400 at the north end of the city of Hanford; approximately 5nm north; tracking west-to-east at a much greater speed than I (90 knots).  The Columbia reported the 7ECA in sight and the 7ECA then reported the Columbia in sight while in his crosswind turn.  The Columbia then passed to the left; then ahead of the 7ECA; passing him in the pattern. Simultaneously; he reported both aircraft in sight; explicitly stating he would follow behind us on downwind.I entered the traffic pattern overhead the midfield point at 1;100 feet MSL with both aircraft in sight. The 7ECA was in a crosswind turn 2-3 miles north of the field. I asked on the CTAF 'Is it your intention to be number one on downwind?' The Columbia was at my altitude or slightly lower; to my left approximately 1/2nm away and on a constant-bearing-decreasing-range course as I started my crosswind turn. I deviated by climbing; dipping my left wing down to maintain sight as he descended. The Columbia 400 pilot's response was 'I'm doing 160 knots' as he descended and passed directly underneath my nose. I estimate the pass to be within 500 feet. I completed my turn to downwind; followed the Columbia 400 in the pattern and executed a go-around due to improperly timing my base turn behind the Columbia 400. The 7ECA completed a touch and go landing; and I executed a full stop landing.




Synopsis: C-120 pilot reported an NMAC with a faster light aircraft in the pattern at HJO.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: DC-3/Dakota/Skytrain
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal take off and departure. Three miles past the Atlantic coast line the right engine chip detector light came on. Turned back toward [departure] airport. Shortly thereafter we experienced abnormal engine vibration. Caged the engine and feathered the propeller. Clearance received for approach and landing. Dropped the landing gear on short final (no flaps) and landed. Exited the runway; stopped and shut down the left engine. Towed to the ramp. Tower dispatched a fire truck to meet the aircraft on landing.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: DC-3 flight crew experienced right engine vibration shortly after the chip detector light had illuminated. Crew secured the engine and diverted without further incident.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Received a message that there was [a] 'little kid won't wear his mask.' I approached the parent and asked her 'How old is he'? She replied 'X'. Gate Agent allowed kid to board without PPE on. After informing the parent that the child is required to wear a mask; parent said she could not get him to wear it. The Gate agent should not have allowed passenger to board the aircraft; causing our delay.




Synopsis: Flight attendant reported a child who refused to wear a face mask was allowed to board the aircraft causing a delay.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Ground Personnel
When detected: Taxi
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During pushback and start of number one engine the starter disengaged at or around 38%. Fuel lever placed off. Captain called for abnormal engine start checklist. The ground Mechanic said on ICS flames; fire on one; flames. I saw smoke out the left side of the aircraft drifting forward. Wind was from the south. Captain pulled the engine shudown handle and discharged the bottle. Captain had me call for Fire/Rescue on Ramp Tower and Ground frequency. The smoke continued. Captain discharged second bottle. Emergency evacuation checklist was reviewed but not executed due the fire was determined out by fire/rescue. Captain elected to tow back into gate with concurrence of Ramp/Tower. Debrief conducted with ground crew telling us what they saw. A logbook entry was filled out.




Synopsis: MD11 First Officer reports an early starter disengagement during pushback with the fuel lever placed to off. Fire is reported by a ground observer and the Captain pulls the the fire handle and discharges both fire bottles.
Date: 202107
Local time of day: 1201-1800
Location: OMN.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower OMN
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor; DPE
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: The hold short markings at the approach end of Runway 27 are blacked almost all the way out due to dirt or other material (actually look as though they have blanked out).Applicant wasn't sure if it was the actual hold short line.  Looking at the lines I wasn't sure those were the hold short lines; due to the lack of distinction; I looked to see if there were any closer to runway and didn't see any so knew these should be them.Applicant turned aircraft around quickly once he figured it out and the wing may have crossed the line. There were no communications from the Tower or Ground controllers about the aircraft position.Recommend that the hold short lines be cleaned or repainted as needed so as to prevent confusion as to the distinction of the lines.




Synopsis: Pilot Examiner reported a runway incursion at OMN airport and cited worn hold short lines as a contributing factor.
Date: 202008
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke; 8
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: My flight took me down Napa Valley followed by some stations near Davis and up towards Woodland. Before the flight; special emphasis was made of TFRs as the fires were growing quite rapidly. Some of the stations were inside the TFR and were not flown. After refueling in Napa; I headed east; south of the TFR; towards the central valley at 3;000 ft.; thinking that I would remain under any IMC density smoke. There were several factors for choosing 3;000 ft. and eventually 3;500ft.: 1) It kept me above the local terrain; 2) It kept me out of the Travis AFB Class D. Another factor which affected my choice of altitude was the radio situation. The aircraft I was flying uses a handheld radio and the spare batteries were not charged upon arrival at the aircraft. I felt the need to conserve the battery life for returning to the home airport so I minimized transmissions. As I kept moving east; visibility began dropping to what seemed like 4 sm as the ground was visible roughly 4 miles away. Instead of returning towards Napa; where there was less smoke; I continued east then northeast to my photo mission location. Throughout this time I was losing reference to the horizon as the smoke became quite thick; IMC Conditions; I had to recall my instrument training to maintain direction and altitude although the aircraft was poorly equipped to handle IMC. I tried climbing above the smoke to no avail [to] 8;500 ft.; as some photo stations were around 6;000 ft. I had reason to attempt to climb above the smoke. Recognizing that the photo mission was unable to be completed; I focused solely on returning to my home base. By this point; the original TFR of concern was expanded significantly and another TFR had popped up near my home airport. Eventually; I descended below the smoke; 5;000 ft.; as I was making my way north along the eastern edge of the TFR. If an occurrence like this were to happen again; I would return to the nearest VFR airport; in this case Napa; and plan out the next part of the flight; along with this plan; I would utilize the radio to gather information from local facilities about smoke conditions: talk with Travis.




Synopsis: Small aircraft Pilot reported encountering IMC due to heavy some due to forest fires.
Date: 201411
Local time of day: 1201-1800
Location: CRG.Tower, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Special Use R2903A
ATC / advisory: Tower CRG
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sea; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Glider
Human factors: Troubleshooting; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: On a direct flight from Jacksonville Executive Airport (KCRG) to Williston Airport (X60) I contacted Jacksonville Approach Control to inquire about the status of a Restricted Area R-2903A. I received no response from JAX Approach; so I contacted 'Sealord' to inquire about the same restricted airspace.  I was told by Sealord that the airspace was 'Cold.'  I continued my direct flight to X60. On the return Flight enroute to KCRG I again called Sealord to inquire about the status of R-2903A. I was again told by Sealord that it was 'Cold.'  I continued my direct flight to KCRG. Upon landing; KCRG tower informed me that there was a possible pilot deviation of R-2903A.




Synopsis: Pilot reports of possibly violating restricted airspace after being told that it was inactive; by ATC.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: Learjet 31
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Air Carrier X was arriving from the East and was given a descent clearance; pilot's discretion (PD); to 080 due to the MVA at 080 East. As Air Carrier X was leaving 100 I advised the pilot to expect lower in 7 miles to which he replied 'Will do'. A minute later I noticed that Air Carrier X was at 078 and approximately 2 to 3 miles East of the 080 MVA boundary line. I then advised Air Carrier X to check his altimeter and advised him that our altimeter was 29.36 to which he replied 'Roger'. I then noted his altitude readout continued down to 076 and then back up to 078; which by that point he was clear of the 080 MVA. I then gave him a descent clearance to 030. Ensure that the pilot understood that he was to maintain 080; and to expect lower in 7 miles. I feel by the way that he had replied to me; that he might have thought that I had given him further clearance down to 080.




Synopsis: TRACON Controller issued an 'expect' clearance for a lower altitude only to witness the aircraft in question begin a descent.
Date: 201912
Local time of day: 1801-2400
Flight conditions: VMC
Light: Dusk
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was just painted with new paint job and already paint is peeling off inside RVSM critical area. See pictures and log for details.




Synopsis: Technician reported paint peeling inside RVSM area and referenced several instances on other Company aircraft with the same issue.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Advised by Dispatcher (name) that ZZZ had undeclared DG on the aircraft. Advised crew of position and contents. position XX; can [container number]. [Hazmat container] Can was loaded by ZZZ1 ramp and trucked to ZZZ. DG included 4 items.




Synopsis: Air Carrier Dispatch reported a communication breakdown between two different airport ramp personnel which resulted in undeclared Hazmat cargo being loaded on aircraft. Dispatcher notified flight crew.