elihoole/asrs-aviation-reports huggingface dataset:
Date: 202109
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: UN3373 Biological Hazmat accepted through the corporate process is bypassing the load planning communication process. We have no acceptance [qualified] trained personnel terminal side.




Synopsis: Air Carrier Ground personnel reported Cargo office Corporate Acceptance process is bypassing required Load Planning interphase for Hazmat cargo air transport.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On take off approximately 600 FT; Captain flying; heard a very loud bang. All number two engine instruments read zero or near zero no fire light. Lost number two bus due to cross tire lockout. Flight Attendant immediately started dinging unable to communicate. [We] declared emergency with ATC. [We] thought of possible structural damage/engine separation. Cleaned up aircraft; completed memory items and started APU. QRH was retrieved and initiated emergency checklist (Engine Fire/Damage/Separation). Relay return to land items through cockpit door; unable interphone due to right bus off. On downwind right AC bus re-energized by APU generator. Captain relinquished controls to me so he could make PA to passengers. Did not finish the emergency checklist due aircraft on final. [We] completed landing checklist QRH and mechanical. After engine failure aircraft was in the air approximately ten minutes. Aircraft [was] hand flown; [we] landed overweight approximately 131;000 (Captain made soft landing). Captain made PA; Fire Rescue inspected right engine; no leaks or fire. Aircraft taxi to gate.




Synopsis: An MD-82 had a catastrophic engine failure at about 600 FT after takeoff so an emergency was declared and the flight returned to the departure airport.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Weather

Narrative: While on approach the plane was stabilized before the 1;000 FT call. The 500 FT call went normally. Shortly after the 500 FT call (Roughly 300-400 FT above the ground) the aircraft started an uncommanded roll followed by an uncommanded yaw both were quiet large. At this point I initiated a go around. After the go around we entered the traffic pattern to make a successful landing on the same runway. The ride on the first attempt to land was smooth until the uncommanded movements. The second attempt to land had light to moderate chop until touch down. I believe the uncommanded movement of the aircraft was the result of windshear. One thing to note after starting the go-around the Tower Controller made numerous unnecessary communications with us. I believe he could have waited until we contacted him since there was no other traffic in the area that needed safety information related to our go around.The ATIS was broadcasting that there were gusty winds; but with the wind check issued with the landing clearance made no mention of gusty winds; plus the controller argued with us about the existence of wind shear. I don't think we could have prevented the go around but we would have been more prepared for it had the Tower issued wind advisories including the gusty winds that were happening prior to our first attempt. I also noticed upon our taxi in to the gate that numerous wind indicators (Trees; flags; windsocks; etc) were all indicating significantly different from each other.




Synopsis: DHC8 crew experienced windshear at low altitude during approach and goes around. The Tower Controller did not provide wind information on check in but did ask unnecessary questions during the go around. The ATIS did indicate that gusty winds were present.
Date: 201509
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Time Pressure; Situational Awareness; Confusion; Workload
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Advised by ATC that there was traffic at 9 o'clock and identical altitude - transiting to the west/southwest. I was on a south/southwest heading. Neither aircraft initially located the other. No evasive direction was given by ATC. I noticed the conflicting traffic when it was 150 feet (or less?) at my 10:30 and crossing in front of me. We were on what could easily be described as a collision course. I took evasive action - diving right turn - and announced traffic in sight.




Synopsis: An IFR single engine aircraft pilot reported a near miss with another IFR aircraft at 8;000 feet after both aircraft were advised of the other but were unable to detect the other until 150 feet apart. ZNY provided no separation guidance to either IFR pilot.
Date: 202012
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Distraction; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Ground Equipment Issue
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: ZZZ Center queried us about our routing. Apparently they expected us to go further east due to ZZZ1 Center having a limited number of operating frequencies. Our filed routing showed us [on one routing and our clearance was different] based on what we heard and read back. ZZZ Center was under the impression that we had received an amendment to our flight plan. At our departure airport we were unable to get our clearance through ACARS and had to receive clearance on the radio. The flight continued without any further anxiety.ZZZ1 Center connections with their remote receivers and transmitter antennas were not operational; or so we were told. If we had been able to get our clearance on ACARS we could verify the clearance and that nothing was missed on either our part or the Controller's.


Second narrative: During cruise; ZZZ Center queried us about our routing. It seems they expected us on a different route further east due to ZZZ1 Center having communication issues. We double checked our FMC and the clearance that we both copied [earlier] since we couldn't get it through the ACARS; and it was clear what our route was. ZZZ ATC thought we had received an amendment but we never did. He explained ZZZ1's situation and what potentially happened; re-cleared us and agreed that nothing wrong on our side had occurred; just ATC misunderstanding. We continued our flight and landed without any further issues.


Synopsis: Air carrier flight crew reported they flew a different route than expected and Center stated the mix-up was an ATC error.
Date: 201510
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Aircraft component: Ice/Rain Protection System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at 11;000 ft in IMC. Pilot turned on TKS anti-ice system; and noted typical chemical odor associated with TKS fluid operation (Hazmat) and noted TKS exposure symptoms per the MSDS. Pilot completed flight with full face oxygen mask.Well known standard problem with aircraft TKS system.




Synopsis: C-208 pilot reported donning the full face oxygen mask to reduce the fumes from the TKS anti-ice system.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Automation Aircraft Other Automation; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Airport
Primary problem: Weather

Narrative: During approach to runway 19R; the plane was sequenced too close to the preceding aircraft. The crew executed a go around as instructed by Tower. The crew set up for another approach to 19R. Tower started announcing wind shear alerts being sensed around the airport as high as 50 KTS; but also questioned the integrity of the alerts due to their sudden appearance. The crew encountered wind shear and un-stable conditions on the second attempt; so the crew decided to initiate a [second] go around. With two other aircraft successfully landing on the parallel 19L; Tower recommended the crew attempt a 19L approach. The crew agreed and set up for 19L. After joining final; Tower announced a 180-degree wind shift and announced that 1R and 1L were becoming the new active runways. Due to this wind change creating a tailwind that would exceed aircraft limits; the crew executed a third go around and offset to join the downwind to set up for 1R. During this fourth approach; the crew decided to go around due to more wind shear and un-stable conditions on final for 1R. Tower then informed the crew that another aircraft had just landed on 1L. The crew set up for 1L and was able to make a successful landing.


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


Synopsis: CRJ-200 flight crew reported they made four go-arounds due to windshear.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal flight from ZZZ to ZZZ1; landing at XA:05. After short break; normal start-up; normal run-up with no engine problems detected. Departed ZZZ RWYXX approximately XB:30. Upon reaching approximately 1;800 feet; loss of power from normal full power 2300 RPM to 2000 RPM; engine began vibrating and shuddering. Advised ATC.  Normal turn to downwind/base/final; able to maintain altitude though vibration persisted until power was reduced to 1700 RPM (when landing was assured). Uneventful final approach and landing. Vibration not detected on taxi. Follow up call to my usual mechanic; who flew to ZZZ and diagnosed loss of compression in number 4 cylinder.  The cause of the loss of compression is not certain.   Plane left at ZZZ until repairs can be completed. Annual maintenance had been completed first week of April with normal test flight after maintenance and one uneventful local flight. At time of annual all cylinders passed compression testing. No accidents or injuries resulted.




Synopsis: PA28 pilot reported loss of engine power and elected to execute an Air Turn Back to a precautionary landing.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We were descending down to 3000ft. I do not recall whether or not ATC called it FL030 but the approach chart has a transition level at FL180. This is were we reset to QNH. While holding at 3000 feet ATC informed us that our altimeter readout was 2800 feet and instructed us to switch to 29.92 and return to FL030 which we did.


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


Synopsis: A319 flight crew reported an altitude overshoot on descent due to confusion with the charted transition level.
Date: 201407
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: FMS/FMC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Descending on the DRLLR 1 RNAV arrival to IAH. Given a hard altitude to cross MPORT at; then 'descend via the DRLLR 1 arrival.' The FMC was correctly calculating the altitudes and speeds until the hard altitude crossing was given at the fix. Unknown as to the reason; but once the hard altitude is substituted for the between altitude; the FMC shows the aircraft significantly above the path. In my case yesterday; I was 2;000 FT above the FMC generated PDI path. Had to use full speedbrakes to make the hard altitude crossing restriction; then the rest of the RNAV descent was uneventful. You could probably easily re-create this in a simulator to the FAA controllers.




Synopsis: B737 Captain reports being issued a hard altitude to cross MPORT then descend via the DRLLR 1 RNAV to IAH. When the hard altitude is entered in the FMC the aircraft is instantly 2;000 FT high on the descent path; requiring speedbrakes and high speed to make the crossing.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Chain of Events: I was flying skydivers on a day that favored operating on Runway 12. A two-plane crop duster operation was reloading and refueling on the west ramp and sometimes even on the taxiway. The area they were dusting was east of the airport and they were taking off on 12; but sometimes landing on 30; despite other traffic in the pattern. I taxied for a takeoff on 12 and heard a call on CTAF that one of the crop dusters was coming in on 30; but I misunderstood the distance; thinking it was a lot farther out than it really was. I looked; didn't see the plane; made my takeoff call; didn't hear anything from any other aircraft; and took off. At about 200 feet I saw that the crop duster had been on short final for 30 and was now evading to his left; so I did the same. He then swung to his right; crossed behind me; and entered a downwind for 12. I asked on CTAF for everyone to stick to a single takeoff/landing direction. After that they used 12 for both takeoff and landing and there were no further problems. Contributing Factors: I think I missed seeing the crop duster because he was flying fairly low; not intercepting the glideslope until fairly close to the runway. Lessons: 1. I should have made sure that I understood the other plane's location better before committing to takeoff. 2. When there are other aircraft using an airport; operations like the crop dusters should follow normal traffic-pattern procedures. Losing a minute or two per load is infinitely better than having a collision.




Synopsis: C182 pilot flying skydivers reports departing Runway 12 into a crop duster landing Runway 30 but intercepting the normal glideslope at very low altitude. Each pilot deviates to the left to avoid the other.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Fuel Filter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL350; approximately 300 NM from our destination; we received the ECAM message '#2 ENGINE FUEL FILTER CLOG.' We followed the appropriate ECAM and QRH procedures but the problem persisted. We left the right engine at idle for the remainder of flight; used manual fuel feed procedures; started the APU as a precaution; declared an emergency and elected to continue to our destination where we made an uneventful approach and landing using 20/20 final flap setting with the right engine still at idle power. We canceled the emergency after clearing the runway.




Synopsis: The flight crew of an A310 followed the associated ECAM and APU procedures for a #2 ENGINE FUEL FILTER CLOG ECAM warning; declared an emergency and continued to their destination where they landed safely with the engine at idle.