elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 0001-0600
Light: Night
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Troubleshooting; Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: The PC at Desk 33 displayed a window which indicated that Windows would perform a complete shutdown and restart which would occur at the end of a 3 minute timer.The shutdown could not be canceled and; in fact; did occur at the end of the timer. I was the only Dispatcher on duty at the time; and flights were still airborne when I was forced to close all programs.  This disruption certainly caused a loss of situational awareness and definitely created a potential safety issue. I suggest we disable automatic restarts for Dispatch PCs.




Synopsis: A Dispatcher reported that a Dispatch PC performed a Windows complete shutdown which could not be stopped. His communications with airborne flights were disrupted.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First officer was flying when the wing rolled right about three times. The autopilot was kicked off and the controls were transferred to the Captain. The Captain hand flew into ZZZ while the first officer helped with radios and check list. No [checklist] items were done because it was a random hard over and the nose seemed to YAW in the other direction. The crew was thinking that it was a possible spoiler non commanded deployment. The plane was landed safely and the gate was made. The plane was [written] up and taken to the hangar from maintenance. There were no EICAS messages associated with the event; but there were huge vibrations and at least three hard rolls to the right with the autopilot on.First officer not understanding if it was just his side or not gave the Captain the controls and allowed him to fly the approach. The crew also verified twice approach clearance. Autopilot was turned off and not reused which trapped the hard roll over sensation.




Synopsis: The crew experienced three hard rolls to the right and vibrations. They disconnected the autopilot and returned to the departure airport.
Date: 201505
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: During takeoff roll above 100 knots both Captain and First Officer (FO) airspeed indicator decreased 30 to 40 knots very rapidly and then accelerated 30 to 40 knots very rapidly. Then airspeed stopped about 10 knots below Vr then became erratic. I called wind shear and applied full power and commanded FO to continue. I called Vr at the max Vr per SABRE T.O. data. More windshear on initial climb towards mountains. Unable to continue on tower vector and turned away from shear. Advised ATC of maneuver and shear with no complications. Configuration was left on climb as T.O. until clear of shears. No overspeed of flaps.




Synopsis: During takeoff above 100 knots a B737-700 encountered a windshear with 30-40kt airspeed fluctuation. Maximum thrust was maintained and aircraft turned away from mountains and out of maintain wave area.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: IFR / IMC Hold @ ZZZZZ as published; during the outbound leg; noticed another aircraft bapproaching us from our 9 o'clock; 600 feet below; we quickly passed in front of him; and then got into IMC conditions; broken layer at 3;000 ft. Turned inbound on the hold; then noticed TCAS showing decreasing distance (aircraft now at our 11 o'clock) ATC advises of conflict; we think 'if he's not talking to anyone; he's probably VFR; if he's VFR he should be clear of the clouds and a safe distance from us'. Distance kept closing in. Almost to our 11:30; we slightly break out of clouds and see the plane less than 200 feet away from us almost at our exact same altitude going in and out of the clouds with us. We immediately get back into IMC; I took controls and disconnected Autopilot; banked hard right. By the time I caught a glimpse at the TCAS advisory; traffic showed -01 altitude difference and showing at our 12 o'clock. ATC Advised to climb to 040. At this point we were clear of the conflict. Snapshot of traffic and flight path available. Second aircraft did nothing to avoid us.




Synopsis: Instructor Pilot reported taking evasive action to avoid a mid air collision with an aircraft operating in IFR conditions with a VFR flight plan.
Date: 201712
Local time of day: 1801-2400
Location: P80.TRACON, OR
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C PDX
ATC / advisory: TRACON P80
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: I was working final on a runway 10 flow into Portland. A Regional Jet was descending via the timbers arrival STAR and level at 5000. I noticed a VFR target squawking 1200 eastbound at 4700. The aircraft preceded to cross the timbers STAR. I issued traffic to the CRJ and the aircraft never got the 1200 target in sight. I had to turn and issue an expedited descent to the CRJ to avoid merging the targets. The unidentified aircraft continued eastbound; just south of KPDX and I handed the target off to the hood sector. Hood stopped all PDX departures at 4000 as the target continued to fly up the departure corridor at a slow rate of speed. This was not a safe operation. In no way whatsoever. Our class Charlie airspace is completely at fault. The aircraft technically didn't deviate protected airspace. However; our arrival routes are not protected by the class Charlie rules. The timbers arrival descends to 5000 feet and often we can't go lower because of terrain and arrivals/departures off of KHIO airport. The final sector's airspace needs to be protected at the standard downwind/base/final approach altitudes.Every day there are targets crossing final in front of aircraft; below aircraft; and above aircraft and we aren't talking to those airplanes and have no way to verify their mode C. It is extremely unsafe; and unfortunately; something will happen someday that we all are desperately trying to avoid. This needs to be fixed soon; like yesterday.




Synopsis: P80 TRACON Controller reported the PDX class C airspace compromises separation for arrivals and departures due to non-participating air traffic in the area.
Date: 201207
Local time of day: 0001-0600
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DAL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Airport; Human Factors
Primary problem: Ambiguous

Narrative: I crossed the hold short line about ten feet. I thought that the short line was further; but I know that it was not. The plane in front of me had stopped around the corner and that caused me to think it was around the hold short line around the corner. I know that it is where it is. [I should have] told the First Officer what I am doing like; 'I am going to taxi around the corner and stop.'


Second narrative: While taxiing out to 13R at DAL; we failed to stop the aircraft until we were 25 FT past the hold short line for 13R. We self disclosed this and ATC seemed indifferent. ATC then cleared us for takeoff.


Synopsis: A B737 failed to stop at the DAL Runway 13R hold short line; because both pilots saw another aircraft turn the corner toward the runway and were inattentive to the line's great distance from the runway.
Date: 201509
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A-1 Husky
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Aileron Control System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Winds were reported on ASOS as light and variable. I set up a landing on Runway 27. There seemed to be a considerable left crosswind on touchdown. On rollout at about 35 mph ground speed left wing rose and aircraft veered to the left. I applied opposite rudder but aircraft ground looped. I obviously failed to apply enough left aileron to keep the left wing down. Additional factor could have been higher groundspeed due to high elevation.




Synopsis: The Pilot of a Husky A-1B described a ground loop on roll out due to an unexpected crosswind on landing.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were scheduled for a Snack and Breakfast meals on [our late night oceanic] flight. There is no catering at our departure airport so the meals are routinely boarded [prior to the inbound flight from the mainland] and theoretically kept on dry ice until served to us. I ate the snack at 1000Z which was a minimum of 13 hours after the meal had been produced and boarded. The 737 has no chillers on board to ensure proper refrigeration of our meals. Our snacks were cold cut platters which included several mozzarella cheese balls. Those balls had spoiled. When we took bites of them; both my first officer and I almost threw up and there was a period of time that I was sick to my stomach. It is important to maintain proper nourishment when flying. I have had several meals on these 'round trip' meal flights that have been spoiled. Clearly; [the company] needs to put chillers on the airplane for our meals; or come up with a more reliable method of ensuring the freshness of our crew meals after they have been boarded.




Synopsis: Both the Captain and First Officer's aboard flight to the mainland flight fell sick to spoiled crew meals boarded on the inbound flight from the mainland and not chilled in the interim.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-60 600 Aerostar
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to ZZZ1 the left main gear light did not illuminate.  After perfoming the relevant emergency checklists; I landed at ZZZ with the left main gear retracted.  The aircraft is currently being inspected.

Callback: The reporter stated that there is no alternate extension for the landing gear except to bleed off the hydraulic pressure and allow the gear to fall out on it's own. The reporter also stated that the L/G has no uplock; it's just held up using hydraulic pressure. The reporter stated that due to burning off fuel he had plenty of time to try various ways to lower the gear; but was unsuccessful. The reporter stated that during landing with the Left MLG in the up position the aircraft collected a whole bunch of debris. After the aircraft was taken to a hangar and the debris was removed; the landing gear came out normally.



Synopsis: PA-60 pilot reported the left main landing gear did not extend during final approach.
Date: 201210
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Second aircraft: Baron 58/58TC
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in cruise at 8;500 FT when I saw a twin engine aircraft with winglets (perhaps a Beech Baron) coming in from the 7 o' clock position by the time I noticed it was very close (within a few hundred feet) and was making what appeared to be an evasive left turn. I could see the bottom of the plane pulling away from me; and could see that the aircraft had winglets. The plane continued off to my 11 o'clock and pulled away when it had created some distance it turned to the right and passed in front of me from left to right and then disappeared from my sight.I'm not sure how the aircraft came so close; but I suppose I could have been more vigilant in my traffic scan; because I don't normally scan so far to the rear of the aircraft. I was not receiving any ATC service at the time; but was monitoring a Center frequency which may or may not have been operating in the area I was flying in.




Synopsis: A PA-28 pilot suffered an NMAC with another aircraft; perhaps a Beech Baron.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Power
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; MEL; Procedure; Manuals
Primary problem: Procedure

Narrative: During morning gate calls. The lead received a call for maintenance at gate. I went up to the plane to find a fully boarded flight. The call was for a caution light on the FAP (Forward Attendant Panel.) I then performed a ground scan of the system and it flagged the fwd drain mast inop. I then checked the c/b for the drain mast on panel 2000vu and seen multiple c/b's pulled and collared. I then called maintenance control to tell them the problem I was having. He then checked to see if there were any open MEL'S requiring those c/b's to be pulled. There were no open MEL'S. So I reset the pulled c/b's. I performed the ground scan again and no faults were detected. I went back into the office and printed the ops test and bite test for those systems. And the checks were good. While writing the corrective action in the log book; I only stated the c/b that was flagged on the ground scan as being pulled (FWD DRAIN MAST). And I also did not reference all of the ops test that were performed into my write up.Take your time and think everything out. Don't let the pressure of a fully boarded plane and taking a delay scare you.




Synopsis: Technician reported that; during troubleshooting for an unrelated EICAS Message; he found numerous circuit breakers pulled and collared and he reset them without documenting the corrective actions tasks in the aircraft logbook.
Date: 201406
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: TCAS Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Manuals; Airport
Primary problem: Human Factors

Narrative: We were cleared for the visual to Runway 16L at Denver. The First Officer was the pilot flying and I was the pilot monitoring. We were told by ATC that there would be converging traffic lining up for Runway 16R and we visually acquired the converging traffic around eight miles out. At approximately five miles; we received a RA telling us to descend at 1;500 fpm. We disengaged the autopilot and autothrottles and complied with the RA. However; we were unable to execute a go-around because we did not want to pull up into the RA descend command. As we passed 1;000 AGL; we arrested our descent to 1;000 fpm; which caused us to pull up into the RA 'avoidance' region. The RA cancelled at approximately 700 AGL. We made an uneventful landing and taxied to the gate.Once we were on the ground and at the gate; we revisited our DEN airport operations page and discovered that Runway 16L/R is one of the runways where; under certain conditions; TA should be selected on the TCAS. All of these conditions were met on our flight:1. We were making the approach to Runway 16L.2. DEN Tower did notify us that there was converging parallel traffic to Runway 16R.3. Traffic was in sight.4. Visual separation was maintained throughout the approach and landing.We realized that we should have selected TA on the TCAS once these conditions were met.




Synopsis: When cleared for a Visual Approach to 16L at DEN and advised of converging traffic inbound to 16R the flight crew of a B737-700 failed to tune their TCAS to TA only and experienced a TCAS 'descend' RA of 1500 fpm.