elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1801-2400
Location: COS.Airport, CO
Weather elements / visibility: Turbulence
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C COS
ATC / advisory: TRACON COS
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Workload; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Procedure; Weather; Human Factors; Airport
Primary problem: Weather

Narrative: We diverted to COS on our flight to ZZZ due to weather.The COS Approach Controller on 118.5 ignored our check in for seven minutes; up to the point where we assumed we had a total communication failure and had to transmit into the blind to see if our radios worked. This was an unwelcomed addition to our workload and caused a safety concern; as we were approaching COS with no [clearance] in bad weather on a divert. We finally got vectors that actually took us away from the advertised Runway 17L by almost 20 miles north of the airport and back into the weather. We then received vectors to head south and were ignored again when asking several times for ATC's intentions. We eventually learned through other pilots that COS is landing north. The Controller froze up and caused many aircrews a great deal of frustration; as no plan or sequence was communicated to the pilots. The Controller was non-responsive and seemed to have lost his situational awareness. Our concern was not getting his attention or causing such a delay that we would not have enough fuel for a go-around in the adverse conditions that existed (gusty winds and low level windshear) caused us to contact Dispatch for PUB as an alternate while on downwind; simply because we lost trust in the controller to sequence us safely and in a timely manner. Only the change of frequency to another Approach Controller ensured us a continuation to COS. Have more controllers on staff that can jump in and assist if one gets overworked.




Synopsis: An A320 flight crew; diverted to COS due to weather at their destination along with other flights; was distressed at their inability to communicate with and extract information from the Approach Controller.
Date: 201712
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Portable Extinguisher
Component problem: Design; Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: During engine start; first flight of the day; the aft cabin fire extinguisher began to discharge Halon. Not from the emitter but from the junction of the bottle and the high pressure regulator. The Flight Attendant; who was walking by doing her pre-departure checks; heard the leak; saw the Halon; and used blankets to contain the gas. Returned to the gate and opened forward cabin entry door. The Halon had dissipated by then and; without a replacement extinguisher; the passengers were deplaned. Probably dissimilar metal corrosion between the bottle and high pressure valve combined with a cold night created enough of a gap in the seal. Remove the valves from the bottles and inspect the tolerances. The hydrostatic test may not be sufficient. This failure takes the aircraft out of service.




Synopsis: B737 Captain reported a cabin fire extinguisher leaked out all its pressure.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Left HYD QTY EICAS (Engine Indicating and Crew Alerting system) level at 17;000 ft. Quantity indicated 0. Pressure normal. Lost left A/P (Autopilot). [Requested priority handling] and requested climb to [FL] 280 to VMC. Stopped climb in at FL 230 VMC. Ran L HYD QTY checklist. Weather good at ZZZ so continued to uneventful landing on XXR.


Second narrative: In climb out passing 17;000 ft; L HYD SYS quantity EICAS illuminated. We requested climb to FL 280 to maintain VMC and [requested priority handling]. Completed HYD QTY L checklist and proceeded to ZZZ. Contacted Dispatch; checked landing distance; and systems affected. Performed Arrival to ILS XXR to ZZZ and normal landing.


Synopsis: Flight Crew reported loss of left hydraulic system during climb. The crew continued to destination airport and made a safe landing.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight System
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: ATC cleared us to descend via the YYYYY RNAV STAR; South transition maintain 250 KIAS until YYYY1. After the Captain read back the clearance she advised me she had never done a descent via on the YYYYY STAR and asked what she needed to do. I explained the procedure and set 6;000 FT into the MCP and 250 speed restrictions into the FMS; selected LNAV/VNAV on the MCP and brought up the descent page on the right side to monitor the arrival. Then the Captain typed something into the FMS and said 'the FMS is not doing what I want.' She then; as the Pilot Monitoring; reached up and hit level change and the aircraft nosed over and started a descent out of 15;000 FT 5 NM prior to YYYY2. I advised we couldn't descend until YYYY2; disengaged the autopilot and climbed back up to 15;000 FT. After doing so I reset the MCP; engaged the autopilot and explained to the Captain the FMS logic; talking through the rest of the arrival to put the Captain's mind at ease. At the lowest point the aircraft had descended to 14;400 FT. The flight continued without incident to ZZZ. The altitude deviation was caused by a lack of CRM when the Captain; as the pilot not flying; adjusted the MCP without conferring with the pilot flying while the autopilot was engaged. The Captain's inexperience with 'Descend Via' arrivals; FMS management and poor situational awareness also contributed to the Altitude Deviation. Increased emphasis placed on Descend Via approaches in recurrent training.




Synopsis: A B737 flight crew descended prior to crossing an RNAV STAR fix at the required altitude. The Captain's inexperience was cited as a contributing factor.
Date: 201908
Local time of day: 1201-1800
Location: LFPG.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON LFPG
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Communication Breakdown; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Deviation from SID track. I was Pilot Monitoring during climb out on the LGL 3B at CDG. We departed with minimum spacing behind a 777-300ER. With a weak to negligible crosswind component in light winds; we got into strong wake turbulence.  Captain/Pilot Flying altered our flight path in an effort to climb above and upwind of the wake.  We were given a frequency change to Departure Control; at which point we were in and out of the wake turbulence.  We were unable to fly over PG264.  Due to frequency congestion and my concern with monitoring the flight path; airspeed and cleaning up the aircraft; I failed to check in with Departure in a timely manner. Weather was VMC with scattered small TCUs and I observed no apparent traffic conflicts. As we began acceleration to clean up; ATC cleared us direct LESGA. Remainder of flight was uneventful.Task saturation and frequency congestion. We could have been more proactive; i.e. requesting increased spacing above standard before commencing takeoff. I also could have been more assertive with pilot-to-pilot; as well as ATC communication; and asked the Pilot Flying if he would like SID track relief or just requested it from Departure Control.




Synopsis: B777 F/O reported track deviations occurred departing LFPG after encountering wake turbulence from a preceding B777-300.
Date: 201404
Local time of day: 1801-2400
Location: MIA.Tower, FL
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MIA
ATC / advisory: Tower MIA
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: While operating as pilot flying of Aircraft X cleared for the ILS or LOC RWY 9 approach in VMC. Switched MIA Tower 123.9 at GRITT intersection and instructed to slow to final approach speed for separation on a departing A380. Observed the 'Super' holding short of Runway 9 and instructed First Officer; pilot monitoring; to request a sidestep to the northern Runway Complex 8L/R; request denied for traffic conflict. Tower cleared the Super to line up and wait; then for takeoff. As we passed 500 feet the Super was beginning rotation. Above the paved overrun we encountered moderate turbulence from the A380's initial takeoff thrust application and I called for the go-around. Vectored 140 degrees heading on climb out and switched departure for downwind vectors and base turn to INESS intersection; visual approach and landing Runway 9 uneventful.Upon landing I requested and received the Tower Supervisor's phone number. Discussion revealed aircraft separation to be legal; but the minimum allowed. Assuming this to be true; and assuming the Super crew competent and expeditious in conduct of their takeoff; I conclude and must state emphatically that the current separation standards for large aircraft landing behind a departing Super are woefully inadequate and present a clear hazard to flight safety. Increase separation required between arriving large aircraft behind a departing Super.




Synopsis: Air carrier flight crew made a go-around on short final due to wake turbulence from departing Super aircraft.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ACM bleed leak with associated emergency pressurization activated. Ran checklist(s) and diverted to nearby airport.




Synopsis: A CE-680 air conditioning system developed a bleed leak which activated the emergency pressurization so the flight diverted to a nearby airport.
Date: 201601
Local time of day: 1801-2400
Location: RNO.Airport, NV
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C RNO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on the WADOL2 STAR arrival into RNO. We were assigned 9;100 by approach control. We were about 5 miles south of HHOPE Intersection when we received a GPWS Terrain warning 'Terrain; Terrain; Pull Up'. We had no indications of terrain on the ND Display. We complied with the terrain escape maneuver until warning went away; which was almost immediately. We advised ATC of our terrain warning as we leveled off around 10;300. Approach control then told us to descend to 10;000 feet and gave us a right turn (base leg) for ILS 34L. Made normal approach and landing.


Second narrative: We were in night IMC lower than some terrain in the area; so the reaction was required.


Synopsis: A320 flight crew reported receiving a terrain warning on a night IMC arrival into RNO.
Date: 201712
Local time of day: 0601-1200
Location: GIF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G GIF
ATC / advisory: CTAF GIF
Second aircraft: Lake Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I had called 10; 5; and 3 miles out to the west from GIF and announced I would enter a 45-to-left-downwind for Rwy 5.  I announced 45-to-left-downwind; then announced I was turning to left downwind.  While making my right turn to downwind I passed approx. 200 ft directly in front of a left-turning Lake.  I steepened my turn and evaded; then called the Lake on unicom 123.05.  He did not respond; and I assume he was not on the frequency.  I did not see where he went after I established on downwind; and he never made any radio calls.




Synopsis: General aviation pilot reported an NMAC while flying in the pattern at GIF.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Glider
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Touchdown
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was practicing short-field landings that afternoon at my local airport in my motorized glider. A passenger; a fellow pilot; not rated to fly the glider; occupied the right seat. I had taken off and landed a few times; staying in the pattern. All landings were normal. On the final landing the landing gear collapsed; the prop struck the pavement and the ship slid on the pavement on the broken gear legs; stopping in a few hundred feet. A couple of landings that day were relatively hard; although not the hardest landings that I have done; without damage. The damage is apparently limited to the gear legs; the propeller (which struck the pavement as a result of the gear collapse) and a small scuff of the composite skin on the underside of the left wing near the tip (where the wing slid for approximately 50 FT on the runway.) According to FAR 49-830; the event does not qualify as an accident or incident that is required to be reported to the NTSB.




Synopsis: Although not the hardest landing the reporter has made the impact while practicing short field landings was sufficient to cause the landing gear of his motorized glider to collapse causing some additional damage to the glider but no injuries to the occupants.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Other / Unknown; Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The entire day I was flying in heavy smoke from the forest fires. In the morning I had tried different altitudes and they were all bad. On all my flights my eyes were stinging and I was coughing a lot; even with wearing the oxygen the entire time. There were several times I had to tell ATC to standby throughout the day so I could finish coughing to speak. On the way back from LWS I tried to climb out of the smoke and went to 14;000. No luck. ATC asked an aircraft near me when they got out of the smoke and they still hadn't at 28;000. While I was flying I got a little light headed and it lead to me throwing up while I was flying. I was able to hold it together afterwards but I still had to shoot an approach with tears rolling down my face and shaking from coughing because the smoke was so intense. Eventually I either ran out of oxygen or the bottle malfunctioned because it had been full at the beginning of the day.Slow onset of biological response to heavy smoke.Forest fires. Also our planes don't seal up very well so a lot of smoke from outside was getting inside even with all vents closed and blowers off.To do the best I could with the circumstances given. I slowed down my speeds on arrival and approach so I could do my best to stay ahead of the airplane with the challenges that were arising. I have made a decision for my personal longevity and safety; that I will not be OK with flying in those circumstances again; and I'll be checking in with a Doctor today because I still haven't stopped coughing. We need to find better solutions for flying in poor air quality; or I suggest that if we have an index above a certain threshold that we ground the planes. I realize this can be a huge impact on operations. I also realize many pilots have been able to climb and get above the smoke so that it's less of a factor; but I would really hope that no pilot ends up in the situation I did all day yesterday again.




Synopsis: Pilot reported heavy smoke from wildfires and becoming sick while flying because of the smoke.