elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Company Policy; Weather
Primary problem: Weather

Narrative: Departed for [our destination] with no adverse weather in METAR or TAF. During the arrival ATC notified us of a significant wind shift causing a runway change; planned Runway XX changed to Runway XY. We had plenty of time and briefed for the new runway. We continued our approach and inside the final approach; we encountered an increasing performance windshear. A missed approach was executed and no altitude was lost. Initially we had planned to come back around for another approach until we noticed our fuel on board and realized another missed approach would put us in a critical situation; possibly forcing us to land with windshear present. A quick check for nearby airports and a check with dispatch resulted in an unplanned divert to [nearby airport]. We climbed to 10;000; declared minimum fuel and proceeded to [nearby airport]. During the diversion we saw the FMS had us planned to land with 1;000 LBS Fuel On Board (FOB) and [we advised ATC of] emergency fuel [situation]. We delayed our descent to conserve fuel and landed with approximately 1;300 LBS.Unforecasted weather was the obvious threat. Also; the minimum fuel load contributed to the situation. I really can't see any errors that were made. As for the Unwanted Aircraft State (UAS); it was definitely landing at an unplanned alternate well under minimum fuel.I feel the fuel loads should be increased when flying into mountainous terrain as mountain wave can cause windshear. I believe this is what happened to us and I'm not sure what else; as a crew; we could have done different. We had briefed our windshear procedures prior to joining the final approach but with no alternate planned; our choices were very limited in the event of a go around. The cost index fuel planning works most of the time; but certain areas should not be planned with those numbers in mind.


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


Synopsis: EMB-145XR flight crew reported a low fuel situation resulted from a wind-shear induced go-around and diversion to an alternate.
Date: 201503
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Light: Night
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: Aircraft X was landing DPA.  I descended Aircraft X from 11;000 feet to 4;000 feet.  I was handing aircraft off to C90.  The required routing is JOT..DPA.  We have no depictions of C90's airspace on our radar screens.  I initiated the hand off to C90 and it flashed to the Sector 2.  When Aircraft X approached the boundary I called for a handoff.  The Sector 2 controller said Aircraft X was in Sector's 1 airspace.  I said I do not know about that but the aircraft flashed to his sector.Previously during the shift; I work two other DPA landers the same way over JOT and the Sector 2 controller accepted the aircraft; not an issue.The sector 2 controller should accept aircraft and not wait till the boundary. Maybe the Sector 2 controller's trainer should have stepped in and bought the hand off in a timely manner.We treat all the approach controls the same way.  There is no mapping of their internal sectors on our radar screens or overhead maps.  Their configurations can change with runway usage.  If the data block flashes to a specific sector at the approach control we ship the aircraft to that appropriate frequency.  I was following the rules.  We have been taught that there is no notice holding in ATC and the receiving controller needs to coordinate in a timely manner.




Synopsis: ZAU Controller describes handing off an aircraft but the receiving facility doesn't take it. He then calls the facility and the other facility tells the Controller the aircraft is in another sector's airspace without a handoff.
Date: 201606
Local time of day: 0001-0600
Flight conditions: VMC
Light: Daylight
Aircraft: MBB-BK 117 All Series
Operator: Air Taxi
Operating under: Part 135
Aircraft component: Service/Access Door
Component problem: Improperly Operated
Reporter organization: Contracted Service
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Arrived at work duty ready; aircraft came back from a late flight approximately 30 mins post turnover. Aircraft hangared and pre-flight inspections were completed. No mechanics were at base due to weekend day shift.  I must not have secured the pilot's hydraulics access cowling after pre-flight inspection. Washed aircraft tail but not the front of aircraft as it was clean. Received no flights until end of shift. Pushed aircraft out and checked to see if risk assessment had been accepted and had not. Performed walk around without seeing cowling not fully latched. Waited for a few seconds after walk around and checked that my risk assessment had been accepted. Shut all electronic devices down after calling flight communication about accepted risk assessment. Nurse and paramedic entered rotor arc post start and also performed walk around. Flew to scene location; landed and went to idle. Stayed in aircraft while running at scene. Paramedic performed walk around prior to launch. Flew to receiving hospital. Shortly after touchdown heard a short burst (2-3 second noise from overhead). Paramedic reported parts on the hospital pad. Performed emergency shutdown. Upon post flight saw that pilot's side hydraulic cowling had opened and contacted underside of main rotor blades. All pieces of cowling were accounted for on the hospital pad. No injuries or other damage occurred due to cowling. Flight communications office and maintenance staff call along with write up in log book. Physical hand on the panel during walk around to ensure visual inspection of cowling restraining latches. High visibility paint under latches; or on pins that would be visible (stand out) when latches not fully secured.




Synopsis: MBB-BK117 pilot reported departing with the hydraulic access cowling unsecured; which upon landing contacted the main rotor blades.
Date: 201503
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Haze / Smoke
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Upon descent from FL410 to FL330; ATC advised the crew that there was traffic at FL320 ahead. Weather conditions were intermittent IMC. The other aircraft appeared on our TCAS as a red diamond. Our aircraft was on a course that would have us cross directly overhead 1000 feet above. ATC directed us to turn ten degrees right for traffic; PF [Pilot Flying] complied; although it looked like a direct heading conflict; albeit a 1000 feet vertical clearance. As we approached the aircraft; our TCAS advised us to reduce descent rate and the pilot flying complied. In the transition to level through FL333; our Resolution Advisory activated directing us to pitch up and we complied and leveled at FL350. ATC was notified and asked us if we had seen the other aircraft climb. PNF [Pilot not Flying] responded no and told them we were responding to an RA and we were intermittent IMC. Flight continued to a successful landing. Upon a crew debrief it was agreed that in the future if there is a question about a heading it should be addressed with ATC. The crew saw a potential conflict coming and was prepared to react to an RA. A slower descent rate prior to level-off may have helped with the RA.


Second narrative: We climbed approx. 200 or 300 feet and the resolution cleared. The first officer reported the TCAS RA to ATC. After the traffic passed; ATC cleared us for a further descent.


Synopsis: A DA2000 descending to FL330 with head-on traffic at FL320 took evasive action from a TCAS RA; climbing to clear the conflict. ATC had advised about the traffic.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Heard loud humming sound in cockpit. Felt vibration and loud 'running motor sound' in cockpit floor beneath both pilots feet area. Flight Attendant X called and reported loud noise in forward galley area. She called back in approx 1-2 minutes and reported a 'slight burning smell in galley'.  She reported that First Class galley oven was 'Off' and had been 'Off' for some time.  Smell began to be noticed in cockpit. No abnormal indications on ECAM system. No warnings generated by ECAM. A burning odor continued to be smelled in cockpit.  Pilots and Jumpseater (FAA inspector was on jumpseat) donned oxygen masks. Declared emergency with ATC Center. Sent dispatcher ACARS message of event. ZZZ1 was about 80 miles ahead and closest airport (which was destination airport). VFR conditions. Received vectors for visual approach on runway 01L. Requested emergency equipment inspect us on landing to check for any smoke showing on outside. Landed uneventfully on runway 01L. Cleared runway on highspeed taxiway. Stopped aircraft. Emergency trucks saw no evidence of smoke. Trucks followed aircraft to gate. Normal deplaning at gate. Contract maintenance found avionics vent fan had failed due to fan motor failure. Caused burning smell in forward galley and cockpit.




Synopsis: Captain reports about a loud humming and 'running motor sound' in cockpit of an A319 aircraft. Vibration felt in cockpit floor beneath both pilots feet area and a burning smell. Flight Attendant tells pilot about loud noise and burning smell in forward galley also. No abnormal indications on ECAM system and no warnings generated by ECAM. Emergency declared. Maintenance found Avionics Ventilation Fan motor had failed.
Date: 202108
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Weather

Narrative: On a flight from ZZZ to ZZZ1 while in icing conditions we received an HSDI FAIL CAS message. We started reviewing the QRH for HSDI FAIL when the HSDI FAIL ON appeared and the HSDI FAIL went out. We ran the HSDI FAIL ON QRH procedure twice with no results. We had exited icing at that point so we continued to ZZZ1. The HSDI FAIL ON CAS stayed on until shutdown in ZZZ1. We powered the plane up in ZZZ1 via a GPU and then started the right engine; we did not receive any HSDI CAS messages; we did cycle the HDSI system on and off and the valve seems to work normally on the ground. We departed ZZZ1 to ZZZ2 and climbing out we entered icing conditions; the IPS (Ice Penetration System) turned on automatically. We received both an HSDI FAIL and a HSDI FAIL ON CAS while in icing conditions. We exited icing conditions and diverted to ZZZ3; the HSDI FAIL ON CAS stayed on until shutdown in ZZZ3.




Synopsis: Captain reported diverting due to HSDI FAIL message caused by inflight icing.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Furnishing
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During service check general inspection of the cabin observed seat back tray tables installed in aisle 14 a-b-c and aisle 14 d-e-f. Both aisles are emergency exit aisles. The seats have the correct tables installed in the arm rest; and incorrectly installed tray tables in the seat back obstructing emergency egress from the aircraft.




Synopsis: Maintenance Technician reported discovering seat trays had been erroneously installed in seat backs at exit rows that would potentially obstruct emergency egress.
Date: 201706
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Citation V/Ultra/Encore (C560)
Operating under: Part 135
Flight plan: IFR
Flight phase: Parked
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During pre-flight; I noticed the sign off; for a hydraulics problem; referred to a brake line being tightened. Because the main hydraulics system and brake hydraulic systems are closed loop system and are not interconnected; I knew that this was an incorrect maintenance action. After contacting my chief pilot and [maintenance]; I recommended that they go back and determine if maintenance personnel actually completed the required maintenance checks. [Maintenance] called me back and told me that they were going to place the aircraft out service and have additional maintenance checks conducted. Apparently; the second maintenance checks found a hydraulic leak requiring multiple parts being replaced. It is apparent to me as a former mechanic that contract maintenance does not have the skill set to work on the numerous [company] types of aircraft. Their lack of familiarity could've caused an accident or incident in this case had the hydraulics completely failed. I recommend that [our company] utilize in-house maintenance whenever possible and when contract maintenance is utilized; an in-house [company] Quality Control supervisor must sign off the maintenance documentation.




Synopsis: Cessna CE-560 Captain reported the possibility of an incorrect maintenance action to repair a hydraulic problem.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: On a long straight in approach to Runway XX at ZZZ. Winds were out of the north 350 at 13. Crosswind correction to the left on approach. Descending through pattern altitude adding flaps maintaining center line. Told student to be prepared for right rudder correction to straighten the plane before landing and to add left aileron for crosswind. On approach there were 4 helicopters idling and preparing to depart. Two fairly close to XX. I was thinking rotor wash might be an issue but winds should have blown that away from XX. Upon crossing threshold; power was reduced. Brought my attention away from the helicopters back to the landing phase and I don't believe the student put any right rudder in to straighten us out. We touched down and the plane either caught a gust or solid crosswind that pushed it off center line to the right. We started sliding on the runway nose pointed left and I did would I could to take control back to straighten the rudders and get left aileron up. Student had a frozen grip on the yoke and too much pressure on rudders to simply straighten us out. I think he was also braking at the same time. The right wing then dipped down. We started to correct but by then the tail had risen fairly high causing the nose to dip down and the prop to strike. The strike was hardly noticeable so although I believed at the time that we hit; I thought it could also have been the right wing. I think the prop strike helped the plane to straighten out allowing us to brake and exit the runway. The engine sound did not change and seemed to be running fine so we taxied to the ramp and shut down. In hind sight; there were two options. First was to do a go-around. If the helicopters were a concern; we could have gone around the pattern once they cleared out. The other option was to have more deliberate backup control to force in the left aileron and right rudder while managing the crosswind. I believe strongly in talking students through what to expect and having just done that inbound to XX I felt that he understood the instruction. I needed to be stronger on the response to insufficient control inputs.




Synopsis: Instructor pilot reported seeing multiple helicopters near the runway end and also reported the aircraft encountered winds resulting in a prop strike.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Falcon 900
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing somewhere in the FL300s. Everything was fine; but it was noticeable something was questionable with pressurization. The cabin altitude warning light lit up and immediately initiated an emergency descent. We put our oxygen masks on; selected mask button on radio panel; and put 7700 in transponder as we started down on emergency descent. ATC tried contacting us on numerous occasions; and I tried responding to ATC when they would call. After getting to an altitude where we weren't in danger with mask; we went to hand mike to answer ATC calls. During the descent; there were no other aircraft involved; diversions from us or any other aircraft. I was the PNF and not able to communicate with ATC while mask was on; so PF had to communicate with ATC. We diverted by request due to availability of a maintenance facility. We were able to get pressurization system and mask button on PNF side checked out. Mask button was no good; the reason for no communication from me to ATC but no joy on pressurization system. We then took a tech rep for a test flight and wasn't able to recreate the earlier emergency. We are getting a new controller put in and a new mask button. I also called FSS to get a number for ATC for a telephone number so I could write a report. ATC told FSS to get my phone number in case they need to speak with us. We did not declare an emergency and was able to descend with no problems. Hopefully the new pressurization controller will fix any potential pressurization problems.




Synopsis: Falcon 900 crew initiated an emergency descent due to loss of pressurization. The Captain's oxygen mask microphone is inoperative.