elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On a reposition flight with four souls on board; we had to divert due to a Number 1 BLEED LEAK. The Number 2 BLEED system was on MEL; and we had the two Maintenance personnel on board. As we climbed through FL250; we got a master caution and Number 1 BLEED LEAK message on the EICAS. I continued to fly as the First Officer ran the checklist; Knowing we would have to turn off the Number 1 BLEED; I stopped the climb at FL270; talked to Center and requested lower and declared an emergency.  We were given FL230 initially and then down to 10;000. When stable in the descent we transferred control and the First Officer was now the Pilot Flying and I communicated with ATC; Dispatch and the Maintenance personnel on board. We agreed on a diversion to ZZZ. ATC vectored us onto the ILS and an updated weather; Which Dispatch had also just sent on the ACARS. The equipment was sent out and escorted us to the Gate. Station personnel met the aircraft with Maintenance and the Fire Chief.




Synopsis: EMB-190 Captain reports being dispatched on a maintenance ferry flight with with the Number 2 bleed system on MEL. Passing through FL250 a Number 1 BLEED LEAK message is annunciated on the EICAS. QRH procedures are complied with and the flight diverts to a suitable airport.
Date: 202112
Local time of day: 1201-1800
Location: F45.Airport, FL
Flight conditions: VMC
Weather elements / visibility: CAVOK
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G F45
ATC / advisory: UNICOM F45
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Aircraft; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Due to wind; departure and landing operations were conducted on Runway 14. 3 aircraft were in the pattern (RH) executing T/G (Touch and Goes). As I was on final for Runway 14 I announced myself final for T/G Runway 14; another aircraft at the holding point announced he would enter Runway 14 and depart. I calmly advised I was now short final for that runway. The answer was 'I'll be off when you arrive; I'm outta here'.The separation being now minimal (5 seconds to flare estimated); I sidestepped to the right of the runway and executed a go around (advising on frequency) as the traffic departed only slightly ahead of me. That traffic did not respond; and just went his merry way.This pilot just disregarded the rules of the air and put himself and others at risk.I wanted to report this runway incursion; in the hope to help raise awareness about reckless behavior.




Synopsis: GA pilot reported being on short final and an aircraft took off in front of the reporter's aircraft resulting in the landing pilot having to switch runways at F45 Airport.
Date: 201708
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: We were climbing out of ZZZ on an RNAV departure. ATC advised there would be parachute operations in effect at or below 12000 just north of the ZZZ VOR. We were on an IFR flight plan complying with our clearance to climb via the RNAV departure. Passing 12000 we had no TCAS returns displayed within a 10 mile radius of our aircraft. As we passed 12600 just northeast of the ZZZ VOR we got a TCAS RA to descend. We complied immediately and notified ATC that we were in a TCAS descent. ATC directed us to climb and maintain FL230 and fly heading 095. Within seconds we saw the jump plane above us approximately 2 miles away. Closest proximity to the jump plane was approximately 2 miles. We were surprised to see the jump plane above 12000 and in the proximity of our IFR departure.




Synopsis: A319 Captain reported that during climb; on an IFR flight plan near a parachute jump zone; they got a TCAS advisory of an aircraft nearby.
Date: 201303
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower CLT
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initial application of thrust for takeoff the right engine significantly lagged in acceleration compared to the left engine during the power stabilization check. I advanced the right thrust lever in an attempt to match the power settings; but the engine would not accelerate above 54% N1 and 1;800 pph fuel flow. The takeoff was aborted below 60 knots ground speed. We notified the Tower; the passengers were advised of the problem and I taxied the aircraft clear of the active runway. We requested and received clearance from Tower to perform an engine run-up on a remote taxiway in order to check the right engine further. The right engine still would not accelerate above the settings noted above. We advised Maintenance and returned to the gate. The company arranged for another aircraft in order to accommodate the passengers and continue to their destination.




Synopsis: When the right engine failed to accelerate for takeoff the Flight Crew of a B737-400 rejected the takeoff and returned the aircraft to Maintenance.
Date: 201707
Local time of day: 0601-1200
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: P180 Avanti
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was PIC and pilot flying; SIC was pilot monitoring and handling radio communication. The Approach Controller issued a speed restriction and gave us a warning for wake turbulence. Shortly after he gave us a heading to intercept the final approach course; and cleared us for the visual approach. The Controller issued frequency change to Tower; just as we encountered wake turbulence. We discussed the issue and adjusted our glide-path accordingly to avoid another wake turbulence encounter. We completed the before landing checklist items and on the roll-out realized that we did not switch to Tower for our landing clearance. Distraction and lack of effective CRM resulted in missing required ATC communication during a critical phase of flight. The current approved checklist for the aircraft does not mention landing clearance on the 'Before Landing' checklist.




Synopsis: Piaggio 180 Captain reported landing without a clearance after they were distracted by a wake turbulence encounter.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: [Received] rudder over boost message on climb. Performed QRH [and] contacted Maintenance. They replied that we needed to contact Maintenance Control on radio. We tried; [but got] no answer. Tried ACARS message to Maintenance and Dispatch [and] had a long delay with no reply from them. Also contacted Operations to have them contact Maintenance Control; to get a reply. QRH said we could continue flight. We would not have been able to depart after landing with this problem. When we got first reply from company; we where asked if system reset. We tried turning Number 2 Hydraulic on and message came back. Dispatch asked if we could continue flight; we replied 'yes' but can not depart. Next reply from company was return to departure airport. We contacted ATC for return and informed them of problem and they asked if we need to declare an emergency. We did since it was a flight control. We returned with a normal landing. Parked at gate and spoke with Maintenance and Fire personnel. Slow reply from company could have been a problem since; we didn't know if we should return or continue. QRH said we could continue. If we returned we needed to stay low and burn fuel. If we continued we needed to climb and save fuel burn for enroute.




Synopsis: EMB145 flight crew experiences a rudder overboost message during climb and QRH procedures are complied with allowing the flight to continue. Maintenance will be required prior to the next departure and the First Officer has difficulty contacting Maintenance and conveying this information to them. Eventually the crew is directed to return to the departure airport.
Date: 202009
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Company Policy

Narrative: Sorry to have come to you for issues pertaining to night shift but we as Aircraft Maintenance Technicians feel the need to write to you all as our requests to night shift supervisors have gone into one ear and come out the other without any interest to these issues. As you all probably know we at nights perform different checks and routine maintenance on the airplanes sitting out there on the remote pads. We have expressed our concerns to night shift supervisors about the need to add more entry door Stairs/Stands...for Aircraft X/Y types as well as Lighting Fixtures since it's completely dark at night.Now that more airplanes are being parked; what do we have to do so that our requests/concerns are answered?  Answers Supervisors like to say like 'We just gotta work around these issues' are not of people with sound judgment...hence as working group we felt the need to write to you all to explore better possibilities to these specific issues.  Again these are safety concerns we feel need to be address as more planes are being parked in these remote areas we need more lighting fixtures and as well as entry door stairs to better accomplish all the required work assigned.Need management to provide us with entry door stands.




Synopsis: Technician reported work environment concerns that aren't being taken care of by management.
Date: 201509
Local time of day: 1201-1800
Flight conditions: VMC
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Just after approximately mid field downwind; after completing the landing checklist I looked out of the left hand side of the aircraft to visually check my distance from the runway. I saw a small object passing on the left hand side at the same altitude or slightly lower. I immediately reported what I saw to the tower controller and gave her a description of a small spherical looking object approximately 2 feet diameter at my current location. She then asked me for the altitude to which I replied 2;400 feet. I gave her further information on the ground and she also said that she believes she saw it through the binoculars.




Synopsis: A PA28 Student Pilot reports seeing a spherical object 300 feet abeam and at pattern altitude; which is reported to the Tower.
Date: 201701
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: Mixed
Weather elements / visibility: 3
Light: Dawn
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZME
ATC / advisory: Center ZME
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Control gave us a crossing restriction to cross ZZZZZ Intersection at 10000 feet. As we passed through 12000 feet; controller told us to maintain 13000 feet; as we passed 11500; we climbed back up to 13000 and was handed off to approach control. I initiated a call to Memphis Center to clarify our instructions after landing. After receiving a call from Quality Control; The Controller had amended our altitude at the same time we were transmitting our instructions to descend to 10000; the controller did not verify our altitude to be anything different than 10;000 what we had initially heard. From my understanding; the controller was transmitting to us at the same time we verified our initial instruction of 10;000 feet and we never received the amended altitude of 13000. There was no traffic and no conflict.


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


Synopsis: Pilot and ATC reported a miscommunication in issuing and receiving an altitude crossing. The crew overshot the intended altitude; but corrected back once ATC clarified the clearance.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DC-3/Dakota/Skytrain
Operator: Air Carrier
Operating under: Part 137
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Second reporter function: First Officer; Pilot Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: [Name] was Pilot Flying for the takeoff and I was Pilot Not Flying. As we rolled along the runway; the aircraft weathervaned and moved to the left side of the runway. As [Name] applied corrective control input; the airplane initially moved farther to the left side of the runway. [Name] then applied opposite control input which caused the aircraft to move toward the right side. This put the aircraft in an over-corrected state which led to pilot induced oscillations. After a couple of oscillations in each direction; the aircraft exited the runway to the left side and crossed over the parallel taxiway toward the east ramp. It was at this point that the pilot induced oscillations were brought under control and the aircraft was stopped. The root cause of the incident is [Name's] initial incorrect control input; followed by the overcorrection and the pilot induced oscillations.


Second narrative: While conducting a takeoff I over corrected for a crosswind. When I tried to correct back the other way I put the aircraft into a pilot induced oscillation. The aircraft departed the runway and crossed a taxiway before I regained directional control and brought the aircraft to a stop in the grass. There were no injuries or damage to the aircraft or other property.


Synopsis: DC-3 flight crew reported a runway excursion resulted from loss of directional control on the takeoff roll.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Indicating and Warning - Hydraulics
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight the HYDFLOW lights started to flicker. Knowing what is coming; I sat gear down; performed the QRH; got 3 green down and locked. [I] ended up blowing the bottle; landed safe and sound; wrote on the can; [and] called Maintenance Control.




Synopsis: C402 pilot reported hydraulic system malfunction.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Rain
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Workload; Time Pressure; Troubleshooting; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Weather

Narrative: A standard weather briefing was received 30-45 minutes prior to departure of the flight via Foreflight. An area of forecasted freezing and precipitation was depicted in the area of the initial flight path. Departure and climb were normal; level flight at 9;000 MSL was IMC and continuous IMC and for a majority of the flight (4 hours; strong headwinds). Headwinds were strong (typically 30+ knots) in the northern portion of the route; but; turbulence was only light. Temperature at 9;000 was 35 degrees F with occasional moderate-heavy rain. ATC offered precautions about mod-heavy rain in the direction of the flight. Deviations to the East (initially) and then to the West were made to avoid heavier precipitation. No airframe structural icing was observed during the flight; but carburetor ice was experienced at 9;000 feet. The carburetor ice persisted even with carb heat on and caused a drop in RPM from 2;600-2;700 to the 2200-2300 range; significantly reducing available power and groundspeed. I was able to maintain the assigned 9;000 feet; but groundspeed dropped to mid-60 knots; in addition; the throttle 'froze' in position (almost full throttle). A decent was made from 9;000 to 7;000 feet with permission from ATC. Carburetor ice dissipated; the throttle responded; and normal power was restored. The remainder of the flight was un-eventful.I don't have good reasoning or excuse except to say that I was afflicted with some 'get-there-itis' while operating in these conditions; which should not have happened. I know better and should have exercised better judgment; for I put myself in a dangerous position and ATC in the awkward position of trying to help out a 'poor fool' - this is the part I am most ashamed of. 'Never again' are the operative words in this case.




Synopsis: A pilot of a light aircraft reported icing conditions where the application of carburetor heat was ineffectual; resulting in degraded engine performance. He requested a lower altitude and the icing threat dissipated and engine operation returned to normal.