elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight phase: Descent
Airspace: Class C DAB
ATC / advisory: TRACON DAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I assigned Aircraft X a discreet squawk code and identified aircraft northwest of OMN.  Pilot request for a full stop at DAB.  Issued traffic to Aircraft X which pilot reported in sight.  I issued pattern entry instructions to 7L at DAB and advised Aircraft X to maintain VFR at 1;600.   Arrival was at an adjacent scope and I was handing off my VFR arrivals at 1;600 feet.  I had two other VFR arrivals ahead of Aircraft X; two VFR aircraft holding over the OMN VOR @ 020 and 025.  I had a VFR point-out from M-ar scope over XFL leaving my airspace and a VFR arrival to OMN crossing west of DAB at 021.  Aircraft X reported that previous issued traffic had turned back toward him and that he had made an 'evasive' maneuver.  I was giving instructions for the OMN arrival when Aircraft X advised that he had a 'close call' with Aircraft Y.  When I returned my attention to Aircraft X and saw VFR target indicating 016 (unverified; limited data block) west of Aircraft X moving west.  As the pilot had reported the traffic and target was moving away; I only acknowledged with; 'Roger'.   Moments later Aircraft X advised he 'had a near miss.'  I advised the FLM.At the time the report was made I was unsure if Aircraft Y was the previous issued traffic or a new target.  After being advised that air traffic was looking into the NMAC; I reviewed the radar playback and saw that Aircraft Y had departed OMN and started a climb once he was clear of the DAB Class Charlie.  The playback revealed that a conflict alert had gone off (very common in DAB airspace with the concentration of aircraft); but I did not recall hearing it; and subsequently had not issued a traffic alert. After reviewing my pref sets for the radar position; I determined that my audible alarm was at a lower setting (2); and my LDB's (Limited Data Blocks) intensities were set much lower than my full data blocks.  While I had not previously had a problem with these lower settings; I intend to adjust to higher levels on both and be sure to check them each time I sign onto position.




Synopsis: DAB Approach/Departure Controller reports of a near miss with a VFR aircraft that he was not talking to or was under his control.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: It started out during boarding I had to tell part of a family that they had to put on their face mask. A few moments later I had to make a PA Regarding the face covering because [of] the same family members. My partner had to ask them to secure their face masks. All this was before the boarding door was closed. Once we got up in the air we repeatedly had to tell them about keeping on their face mask. We had a customer complain about them not keeping on their face mask. Their excuse was they were eating.




Synopsis: Flight Attendant reported having a compliance issue with a family that had to be continuously reminded to wear their face masks.
Date: 201907
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Challenger 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Was in cruise at FL450; approximately one hour prior to intended arrival. I was assigned as FO (First Officer) on this flight and was Pilot Monitoring/Pilot Not Flying this leg. The Captain and I had just finished our arrival brief for descent and approach. My EFB iPad was in my left hand; and I turned towards the pedestal to mention something to the Captain; I inadvertently dropped the iPad and I saw it hit the aft-of-pedestal flight manual cubbyhole and ultimately the iPad came to rest on the cabin floor just aft of the step up to the flight deck. I considered releasing the seat belt to enable me to retrieve the iPad when I heard a subtle change of aircraft noise. The Captain and I both noticed it about the same time. I looked at him and said something to the effect of 'what's that?' and we both looked at EICAS to see indication of the right engine slowing losing thrust. I concurred with the Captain that it appeared we had lost power on the engine and we both started looking at the pedestal and engine controls to see what might be amiss. We requested and received clearance to a lower altitude from ZNY Center. Thrust lever positioning appeared to be normal and matched with the left engine and the engine run switch was on. I did note that the fire extinguisher system (guarded) pushbuttons were illuminated ARMED for both engines. We ran the QRH for loss of engine in flight and seeing no indication of engine damage and with apparent core rotation; decided to attempt to relight the engine. Multiple attempts were unsuccessful. Priority handling was requested and the decision was made to divert into ZZZ; where a single-engine landing was accomplished.I keep thinking that somehow the iPad incident might have bumped a switch as it fell to the floor - but all switches and controls were in the normal position. What is unusual is FADEC apparently tried to relight the engine; we had a START indication on the engine without us commanding it - we noted this while running the checklists.Not sure if any of my actions contributed to the unexplained engine failure. I have heard anecdotally that there have been some instances of unexplained rollbacks on this engine.




Synopsis: CL-300 First Officer reported sudden right engine failure; prompting a diversion and landing.
Date: 201908
Local time of day: 1201-1800
Location: CAE.Airport, SC
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C CAE
ATC / advisory: TRACON CAE
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Four arrivals were being sequenced. The first arrival was being vectored to one runway while Aircraft X was told to expect an intersecting runway. The first arrival; Aircraft Y; reported the field in sight 10 miles north of the airport. Aircraft Y was instructed to conduct a base turn within the Final Approach Fix; which he said he would. Once cleared for the approach; Aircraft Y turned away from the airport into the left downwind which caused a problem from Aircraft X landing on the intersecting runway. Meanwhile Aircraft Z was coming in from the northwest. Aircraft Z requested turns to the right because of build ups; which affected my plan to put him in the downwind. Aircraft Z was descended to 3000 ft. Once the Aircraft X and Aircraft Y sequence was not going to work; I put Aircraft X on a heading to follow Aircraft Y to the same runway and descended them to 2000 ft to have IFR separation from Aircraft Z who was direct the airport 12 miles to the west at 3000 ft. My plan was to have Aircraft X get Aircraft Y in sight and follow him and put Aircraft Z behind him. The Aircraft X did not get Aircraft Y in sight in time and was put on a vector to get across the 11 final approach course to allow Aircraft Z to be number 2 to the field. The aircraft flew into a 2200 ft Minimum Vectoring Altitude (MVA) area; when originally he was descended in an 1800 ft MVA area. Once Aircraft Z passed Aircraft X and landed; Aircraft X reported field in sight and landed without further occurrence. My recommendations would be not to descend the aircraft to the lowest altitude. Always allow room to meet the MVA; while also allowing for IFR separation between other aircraft.




Synopsis: CAE TRACON Controller reported they vectored an aircraft below the Minimum Vectoring Altitude after it unexpectedly initiated a turn off the final approach course which placed them in to conflict with other inbound traffic.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
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: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 400 feet we were unable to get LNAV to engage and lost both flight directors. At 1;000 feet we were unable to set speed above 189 knots without selecting Level Change. I asked the FO to inform ATC that we were unable RNAV and needed a vector. I'm not certain if we missed a turn on the SID; but I don't think we did. After the turn we briefly troubleshot the issue and still could not get LNAV or VNAV to work. After assessing the situation we decided we could navigate direct without actually engaging LNAV; because the HSI was indicating normal.We decided to continue climbing and would reassess and troubleshoot at altitude or at lower task loading. Climbing through FL234 we got the Cabin Altitude Warning horn and light. We immediately donned our masks and established communication. We ran the abnormal pressurization checklist and were able to prevent the cabin from climbing above 11;000 feet. We [advised ATC of our situation and] descended to 10;000 feet and informed ATC we wanted to return to [our departure airport]. Other added conditions were; when we pulled the thrust levers to idle we would get a low idle light; also the FMC thought the aircraft was still on the ground.We determined that there was a failure of the air/ground sensor; even though we were able to get the gear up and no configuration warning horn when flaps were retracted. We decided not to arm the speedbrake or use autobrakes for landing. Upon landing; the speedbrakes deployed automatically. We taxied to the gate uneventfully. We did try to get a voice contact with Dispatch during the event; but were unable so we had Operations inform Dispatch that we were returning to [departure airport].


Second narrative: [Report Narrative Contained No Additional Information]


Synopsis: B737 flight crew reported they returned to departure airport when the air/ground switch failed in the ground position after takeoff.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X was dispatched to ZZZ on Date with a scheduled departure of XA50 local for Aircraft X. The flight proceeded normally as Approach cleared the aircraft for a visual approach to Runway XX following a descent to 3;300 ft. MSL. The PF (Pilot Flying) had briefed this approached as backed up with the ILS Runway XX. The PF conducted a left downwind using caution to avoid obstacles depicted on the Jeppesen chart for the briefed approach. Upon turning base some 3 or 5 miles southeast of the outer marker; the flight crew received an EGPWS Terrain warning. The PF conducted a terrain escape maneuver by advancing the thrust levers and climbing to approximately 3;200 ft. MSL until the annunciation ceased. Neither the PF or PM (Pilot Monitoring) noticed any dangerously rising terrain nor had the MFD painted any yellow or red terrain (both pilots had their MFD selected to display terrain in the 10 mile range). Because of these indications; the flight crew believed the aircraft could safely continue the approach. The PF successfully conducted the visual approach and landing to Runway XX and the flight crew alerted Dispatch and Maintenance of the engine cycle.




Synopsis: CRJ First Officer reported receiving and responding to EGPWS alert of noted obstacles risks resulted in distraction on visual approach.
Date: 201511
Local time of day: 1201-1800
Location: BTL.Airport, MI
Flight conditions: VMC
Weather elements / visibility: VFR
Light: Daylight
Aircraft: Decathlon 8KCAB
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D BTL
ATC / advisory: Tower BTL
Second aircraft: PA-44 Seminole/Turbo Seminole
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Very busy traffic pattern at BTL. Entered downwind and was told to follow PA44 turning base. Reported PA44 in sight. A clearance to extend downwind was issued directed towards me however a different aircraft responded to the clearance. Assuming the clearance was not for me at that point I continued as previously assigned. I ended up cutting off an aircraft on a straight in approach. Tower told me to turn back to the downwind at which time I turned into the inbound traffic. The other traffic saw me and maneuvered to avoid.




Synopsis: The pilot of a Decathlon operating in a busy traffic pattern experienced a near-mid-air-collision following the wrong clearance and a turn towards other traffic.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: ATC was congested and confusing. Four [light aircraft] trying to approach runway. Aircraft flying from left base came up below and behind me while established on 4 mile final. Not having the traffic behind me in sight I advised 'negative contact'; ATC advised right 360 and as I looked right another aircraft came out from behind and was crossing my flight path. I immediately pulled up and banked away to avoid the traffic. He continued inbound. I flew safely away and followed.




Synopsis: C172 pilot reported NMAC in the traffic pattern.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Rain
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: We pushed back and light freezing rain was falling. Aircraft had accumulated a substantial amount of ice and snow since it sat overnight. We requested type I and IV fluid. De-icing crew had to spray twice with type 1 to remove all the contaminants. I then noticed that they had sprayed the left wing with type IV; but I had not seen them do a tactile check before applying type IV. I asked the de-icing crew if they had done the check and they said they had not; but would be doing it after type IV was applied. I informed them that it needed to be done before the type IV was applied and I had them remove the type IV from the wing and reapply it after doing a tactile check. Besides being proper procedure; I feel that the tactile check was crucial before applying type 4 to make sure that no ice would be under the type 4 fluid due to the light freezing rain falling at the time. Ground crews need to be better trained in the de-icing of our aircraft.




Synopsis: CRJ200 Captain reports the de-ice crew not performing a tactile check after deicing with type I fluid and prior to applying type IV fluid. The process is repeated with the missing step included.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
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; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure the right engine fuel flow increased to over 270 PPH; the right engine manifold pressure increased off the scale (above 44') and the right oil pressure increased to the red line. I elected to return to the field and had made the decision to shut down the engine in the air. After reducing the throttle to idle for the shutdown there was an audible pop. Immediately the oil pressure and fuel flow returned to normal. I increased the manifold pressure and it responded normally. I returned to the airport to have maintenance inspect. No emergency was declared (although it would have been had I continued the shutdown procedure.)




Synopsis: Cessna 402 pilot reported returning to departure airport after experiencing multiple engine anomalies.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Other Flight School
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Other Advanced Ground Instructo
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a routine training flight we experienced a sudden loss of engine power along with an extremely rough vibration. As Instructor; I immediately transferred control of the aircraft to me; engaged carburetor heat; verified mixture was full rich; verified fuel shutoff handle was open and mags were selected to Both.  Further assessing the situation; the power continued to decline to approximately 1200 -1400 RPM at any throttle setting; and the vibration continued to be excessive especially when I engaged higher throttle settings. Rather than risk a total engine failure while attempting to fly back to an airport; I decided to execute a precautionary landing. A suitable landing area was close; a field that was relatively flat with no obstructions. I established my landing approach and executed a soft field landing without incident. After landing; the Fire Chief of ZZZ and an EMS driver arrived. I let them know everything and everyone was OK and asked him to contact the FAA. I contacted my flight school owners and they dispatched to the aircraft along with their Chief of Maintenance.The aircraft will be trailered back to the hangar for further inspection and repair of the engine.The aircraft is a Cessna 150. All required aircraft inspections were up to date as of this flight. We departed ZZZ with 16 gallons of fuel on board; and just under 6 quarts of oil was indicated when checked. A complete pre-flight inspection and weight and balance was conducted prior to flight including the proper sumping of the fuel system.




Synopsis: C150 flight Instructor reported engine malfunction inflight. Conducted precautionary off airport landing.