elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1801-2400
Location: ZSU.ARTCC, PR
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C SJU
ATC / advisory: TRACON SJU
Reporter organization: Government
Reporter function: Approach; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Undershoot; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Company Policy

Narrative: Worked Assist side for 30 minutes and then was moved to another sector and worked that position for about 30 minutes. Then I was moved to another Radar position for about 10 minutes; then was told to go to another sector to get the controller out and combine two sectors. The Controller in Charge (CIC) at the time believed he was doing the right thing because people were approaching 2 hours on position. I told him not to combine it but he did it anyway. I had many aircraft on my frequency with many requests for deviations for weather and altitude changes. I had Aircraft X at 29000 feet I told him to cross BETIR at 20000 feet. I saw conflicting traffic at 27000 feet who was a factor for Aircraft X. They were about 30 miles apart and converging. I told Aircraft X to descend to 26000 feet at 2500 feet per minute or greater and then I called the traffic to both aircraft. In the meantime I was super busy scanning and trying to do other things at the same time. The aircraft descended at a good rate but he stayed at 26000 feet over BETIR. I made multiple calls and the aircraft could not hear me due to horrible frequency coverage here at San Juan. The CIC was able to get a hold of Santa Domingo Center and coordinate the aircraft again.




Synopsis: A ZSU Center Controller reported they were forced to combine sectors against their wishes. The Controller assigned a climb rate to an aircraft but the aircraft did not comply with the instruction.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on an IFR flight plan in level cruise flight at 7;000 squawking altitude when center asked me to confirm my altitude which they said was reporting 11;900 FT. I checked both altimeters which indicated 7;000 and 7;040. I recycled my transponder. Center handed me off to Approach Control and said they would advise my altitude reporting was inaccurate.I could not raise TRACON. At that time my HSI failed with HDG/NAV warnings. The Number 1 Altimeter (electric) also failed. I checked my ALTERNATOR ammeter output which was pulsing -1 to -2. I turned off the beacon and the pulsing stopped but the ammeter still showed a steady -1. I realized I was operating on battery power and was anxious to notify TRACON. I entered 7700 in the transponder and then switched to 7600 after a couple of minutes. I did not want to alter my course non-comm toward the closest airport due to extensive parachute operations.I turned off as much of my electrically powered equipment as possible to conserve battery power. I was able to navigate with an iPad charts program with a battery powered GPS receiver. I maintained 7;000 FT. About 10 minutes later I was able to establish radio contact with the Tower at my destination. I advised them I was IFR and had an EMERGENCY due to electrical failure. They cleared me to enter a right base for Runway 27. At that point everything went totally dark. I used the EMERGENCY checklist and tried to reset the ALTERNATOR and then I hand pumped the gear down. I turned the BATT switch off. One minute prior to landing; I turned the BATT/ALT switch back on and observed a faint GEAR DOWN (Green light) indication. I observed the Tower's GREEN LIGHT and landed on Runway 27. I taxied clear and observed the tower FLASHING GREEN light and taxied to the FBO. Next time I will carry a hand held radio.




Synopsis: The pilot of a C-210 suffered total electrical failure while on an IFR flight plan in VMC. Efforts to minimize the use of electronic equipment preserved sufficient battery power to inform the Tower of the aircraft's arrival and light signals from the Tower were utilized for landing and taxi.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I went for a flight in my Piper Cherokee 6 PA-32-300. Winds were calm; ceiling above 25;000 feet; and over 10 mile visibility. We reached an elevation of approximately 3200 feet MSL. I engaged the autopilot and set altitude hold at this elevation. I adjusted engine and prop for cruise alt; and adjust fuel flow for approximately 75% power at 16 gallons per hour. We flew approximately 18 miles north of ZZZ; and we felt a 'shudder'. Immediately made the decision to turn around and head back to ZZZ. As we flew; checked engine gauges for fuel flow; oil pressure; engine temperature; etc. and all checked out. I climbed to approximately 3800 feet MSL to gain some additional altitude. I engaged the throttle more and noticed we did not get any additional thrust. We flew approximately 5 miles south back toward ZZZ and the engine completely shut down. Immediately notified my passenger that we were going to make an emergency landing; made sure seats were locked and seat belts were tight. Set transponder to 7700 and immediately began looking for a good place to make an emergency landing. We found a field to the west that looked like an open field and appeared to have no fences; cattle or hay in the field. Maneuvered down to approximately 1500 feet MSL; and engaged full flaps. We noticed a power line on the south of the property and a gravel county road. We flew approximately 200 feet above the power line and glided into the field. Landed safely and performed a soft field landing keeping the nose up as long as possible. Engaged the brakes and rolled for approximately 500 feet and came to a complete stop. No injuries to pilot or passenger. The time of landing was approximately [20 minutes after takeoff].




Synopsis: PA32 pilot reported engine roughness so the pilot turned back toward the departure airport; but the engine quit completely and an off airport landing was successfully accomplished.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: MD-11
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: An MD-11 was cleared for takeoff. I punched the clock for the 90 second separation for wake turbulence. We were cleared into position with Line up and Wait. I taxied into position. As soon as I was in position; we were cleared for takeoff. I looked at my clock and only 45 seconds had gone by since the MD-11 took off. We told tower that we needed at least 30 more seconds. The controller canceled our takeoff clearance and stated that by radar we had enough separation. We stated no; we need more time. We were then cleared for takeoff. I was astonished they were going by radar separation verses time. That is really an unsafe condition for aircraft behind a heavy taking off.




Synopsis: Air Carrier Captain reported ATC cleared them for takeoff prior to sufficient wake turbulence separation from a preceding departure.
Date: 201912
Local time of day: 0601-1200
Location: LGA.Airport, NY
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Due to low ceilings at LGA; a runway change was issued; therefore sending many aircraft; including ours into holding patterns. The radios were congested. We were on the KORRY 4 arrival and were holding at HOLEY for about 15-20 minutes.After a couple vectors out of the hold; at an altitude of 13;000' MSL (not 100% sure of altitude); we were then given a clearance of what I (Pilot Monitoring) interpreted as direct to BRAND and descend via the KORRY 4 arrival. I read back 'direct BRAND and descend via KORRY 4'. There was no response from ATC that I read back the instruction incorrectly. The Captain as Pilot Flying then preceded to descend via the KORRY 4. Once we reached approximately 11;500' MSL; ATC told us that we were not given clearance to 'descend via'. ATC then gave us an altitude of 11;000' MSL.Apparently there was confusion as to what ATC instructed us. I did not feel uncertain about the clearance; especially since my read back was not questioned by ATC; otherwise; I would have inquired. I'm not sure whether I or ATC communicated incorrectly. Regardless; I would say the most contributing factor or threat was radio congestion.




Synopsis: Pilot reported having an altitude excursion; citing radio congestion and nonresponse or correction from ATC as causalities.
Date: 201412
Local time of day: 1801-2400
Location: SFO.Airport, CA
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Airport
Primary problem: Environment - Non Weather Related

Narrative: Landed 28R. Looking for exit from runway approximately 80 kts and slowing; trying to anticipate proper taxiway. I was surprised to see an aircraft sitting on highspeed taxiway Tango. Although it was a clear night; the backside of airplanes get lost in all the lights. The aircraft was waiting for a gate! This is an unsafe policy and should be reviewed. I exited at D without issue.




Synopsis: B737-800 Captain reported difficulty seeing an aircraft on a taxiway in SFO because its position lights were lost in the background airport lights.
Date: 201505
Local time of day: 0001-0600
Location: OGG.Airport, HI
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Tower OGG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On rollout on Runway 02 in OGG the following occurred:Tower:  '[Company] XYZ; turn left at Alpha - 'RAAS:  'ONE THOUSAND FEET REMAINING!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!'Tower:  ' - and stay with me.'Pilot:  'What did he say; cross 05?'Pilot:  'No; something about go down 05?'Pilot:  'Let's find out.'It turns out that Tower's instruction were not what we were expecting; which was to cross Runway 05; but rather to turn right on 05 and exit at B; then A and stay with him.Notice how the hazardous Runway Awareness and Advisory System (RAAS) made it difficult to impossible to hear this critical; taxi-down-an active runway instruction; and how easy it would have been; thanks to the din of the RAAS's pointless shouting; to hear what we EXPECTED to hear; which was to cross 05 as usual.The RAAS.No RAAS; no hazardous event.




Synopsis: A B737 Captain reported being distracted by a Runway Awareness and Advisory System (RAAS) warning on rollout in OGG that had the potential to lead to a runway or taxiway incursion.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb we noted an indication of low oil quantity (three quarts) in the left engine. Following QRH; we requested a level off at 8;000 feet MSL to allow possible engine 'oil gulping' to stabilize. After several minutes of level flight; the oil quantity remained low; fluctuating between two to three quarts. Other engine parameters were within limits. We decided to return to our departure airport. We declared an emergency with ATC and requested an ILS to Runway XX. I briefed the flight attendants and informed the passengers. Our jumpseat rider was very helpful. I asked him to notify the company and request an arrival gate. During this time; the engine oil quantity went to zero followed by the oil pressure going out of limits. Following the QRH; we shut down the left engine. Completed appropriate checklists and flew an uneventful ILS; landing and rollout on Runway XX. We had CFR personnel scan our left engine after landing; then taxied to the gate. Single engine flight time was approximately 10 minutes.


Second narrative: The Captain flew an ILS to Runway XX in VFR conditions. During the approach; the flight director steering bars were not working correctly; but the localizer and glideslope pointers were displaying correct information and we were VFR with the runway in sight; so we disregarded the flight director and continued the approach. Maintenance subsequently reported finding the Fuel-Oil Heat Exchanger leaking from the drain.


Synopsis: The flight crew of a B737-800 shut down the left engine shortly after takeoff due to loss of oil and oil pressure.  They declared an emergency and returned uneventfully to their departure airport.
Date: 201909
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ORD
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were taxiing via instructions provided by Ground Control. The last instructions from Ground cleared us Taxiway Bravo to Victor and to give way and follow 1st 737. The 737 turned right at Victor 4 and left on November. At that time; an [air carrier] airplane on November short of Victor 4 declared a medical issue with a passenger. Turning onto Victor; we were told to switch to Tower frequency. Once [air carrier] declared the medical issue; Tower directed all aircraft on Victor taxiway to stop. We stopped on Victor short of Victor 4. Tower directed [air carrier] to continue taxi via November to a runway to back taxi. Tower then directed the first plane on Victor to give way to [air carrier] and then turn right to join November. We were the only plane who could follow those instructions and I repeated the instructions to include the right on Victor 4 to join November and our call sign to Tower. He responded with what sounded like a [call sign] but Tower was rapidly communicating and was not using call signs on several of his taxi instruction. Instead of call signs; he was using position instruction and several aircraft were confused after the call for everyone on Taxiway Victor to stop. Later; Tower asked how we made it on to November Taxiway. I responded we were the aircraft you instructed to follow [air carrier] and I read clearance back. No other responses from Tower were said to us about taxi for the rest of the taxi. The weather was causing many issues and there were a lot of planes taxiing. The Tower needed to use call signs instead of taxiway locations as many people were confused and it created a lot of additional comm as people had to query Tower. Tower also asked several aircraft what their taxi instructions were from Ground and it seemed like there was a loss of situational awareness on what clearances were given to aircraft and where aircraft were on the taxiway.




Synopsis: An air carrier pilot reported the Tower was issuing confusing non standard phraseology to taxiing aircraft causing confusion.
Date: 202007
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight was given a push clearance to Spot XX and told to 'advise taxi.' Flight did not advise taxi and switched to Ground Metering or Ground on their own without communication with Ramp. Flight taxied out from ramp on their own and jet blasted a push crew behind.




Synopsis: Air carrier Dispatcher reported ramp employees were subject to jet blast when the flight crew taxied without ramp clearance.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Service/Access Door
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Upon departing; at about 300 feet AGL the FA call light lit up and being in a critical phase of flight we ignored it. At 1;000 feet AGL we answered and were informed that part of an engine cover was gone. Upon looking out my side window I saw that the upper left door of the right engine cowling was gone and informed the Captain and completed the climb checklist. We then informed ATC that we needed to return for landing. We informed ATC that part of our engine cowling was missing. After running the approach and before landing checklists we made a normal landing. After exiting the runway we determined that no other damage had occurred and returned to the gate.




Synopsis: SF340 First Officer is informed by the Flight Attendant that a panel has departed the top of the right engine during takeoff. The First Officer determines that indeed the door is missing and the flight returns to the departure airport.