elihoole/asrs-aviation-reports huggingface dataset:
Date: 201807
Local time of day: 1201-1800
Location: RFD.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: Aircraft X was on the RNAV arrival at 5;000 feet. The Controller in Charge (CIC) pointed out a primary target when traffic was about 7 miles away from Aircraft X. I issued traffic to Aircraft X with the primary target's position and that type and altitude were unknown. When traffic was about 3 miles away I updated Aircraft X on the position of the traffic and Aircraft X reported they were looking. When traffic was about a half mile from the primary target Aircraft X responded that they were making a hard left bank and climbing; leveling at about 5;300 feet. After the traffic passed Aircraft X descended back to 5;000 feet and returned on the arrival. Aircraft X reported when they got the traffic in sight they appeared to be 100 feet below them. Aircraft X continued onto and landed at without further incident. We were able to track the primary target and it appeared they landed at another airport. The primary target was extremely close to the go Class Bravo airspace if not actually inside of. The primary target was definitely within the Mode C veil without an operating transponder.Inexperienced and unfamiliar pilots from across the country [fly] into our airspace transitioning to and from VFR [during this time]. Every year we are dodging and weaving from these aircraft; many times who are violating airspace; not squawking altitude; or not using a Mode C transponder at all. For one week a year it is a free for all with these VFR aircraft skirting controlled airspace with no idea what they are doing. They regularly come dangerously close to IFR aircraft without the slightest concern. Something needs to change with the procedures with inexperienced/incompetent pilots.




Synopsis: C90 TRACON Controller reported they observed a non-transponder (primary) target in conflict with an arriving IFR aircraft.
Date: 202103
Aircraft: A321
Aircraft component: Escape Slide
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter qualification: Other Quality Manager MRO
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Overhaul
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: On inspection and inflating the unit we found a serious burn damage shown below - the material of the inflatable is just gone and went through the other side of the air holding tube. There is no independent battery power pack fitted to this part number. Electrical power to the lighting loom is provided from the aircraft when the slide is deployed.  The last maintenance was conducted by [Company] and released on FAA 8130-3 .




Synopsis: Reporter stated extensive burn damage was discovered when performing overhaul inspection on an A321 Escape Slide.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Manuals
Primary problem: Aircraft

Narrative: On an IFR flight from ZZZ1 to ZZZ2; with a fuel stop planned for ZZZ3; I noticed the ammeter reading low and decreasing to 0. As we had a new alternator installed a month ago; I diverted into ZZZ to troubleshoot. After checking connections; I started the engine and found normal ops Rather than continuing on IFR; I decided to fly VFR to ZZZ4 where a mechanic could take a look as we have a residence there. As I often do; I reviewed my flight after landing at ZZZ4 and noticed the track ended shortly after leaving ZZZ. Our radio and transponder had remained operable during the flight but battery voltage was steady but lower than normal. The mechanic at ZZZ4 found the alternator defective and replaced it. While we were receiving interrogations on the transponder; I am wondering if the ADS-B [Out] was not transmitting due to the lowered voltage In the future; if such an event would happen again; I would contact ATC to see what they were seeing.




Synopsis: PA-32 pilot reported a defective alternator resulted in them flying with ADS-B not transmitting.
Date: 202005
Local time of day: 1801-2400
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown; Time Pressure; Workload
Anomaly: Conflict Airborne Conflict; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Aircraft; Company Policy; Staffing; Human Factors
Primary problem: Company Policy

Narrative: I was working sectors combined all high altitude along with two low altitude sectors. I had approximately 6 to 10 aircraft tracked or on frequency at any given time. Aircraft X had recently come from executing a practice VOR approach and was on the way back to their departure point. Aircraft X was in level flight at 5;500 feet. I had several aircraft that were trying to talk on frequency at once checking on. As I acknowledged each; I asked for the other aircraft calling center. Aircraft X said that they had a near miss with another aircraft and if I showed anything on radar. At that time; I showed a weak primary target that appeared to be southeast bound just behind Aircraft X. Aircraft X said that the other aircraft appeared to be an air tractor at about 5;400 feet. While there was nothing else I could do at that time; I did keep an eye on that primary target; and about 7 minutes later; had another VFR aircraft that I needed to vector off course as they were also at 5;500 feet. After getting the 2nd aircraft on a vector; they declared that they had the air tractor in sight and that they were now at 4;500 feet.I am not sure that I have any significant recommendations from the air traffic control side of things to make this a safer situation; but if the air tractor was using a transponder or displaying altitude; it would have made the traffic significantly easier to see as we often have numerous primary targets in this area where this happened.




Synopsis: ZKC Center Controller reported that an aircraft with no transponder caused a NMAC.
Date: 201206
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Distraction; Confusion; Workload; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Person / Animal / Bird
Detector: Person Maintenance
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft was being push backed while we were starting engines. Pushback stopped for a brief moment then proceeded to tug us forward a little distance. We were starting number one after number two had been started and stable per the AOM. I was looking at the overhead electrical panel for a moment and I heard the Mechanic state '....still hooked up'. Then he said 'You are rolling'. The Captain applied the brakes; set the parking brake and stated he never heard the Mechanic instruct us to set the brakes. Honestly; I never did hear the Mechanic say that either. I asked the Captain to see if the Mechanic was OK. He asked the Mechanic was he OK. Mechanic stated 'I am glad I was not in front of the nose wheel.' Neither I nor the Captain noticed we were rolling forward as we did not expect to be rolling forward and our heads were still in the cockpit regarding engine start procedures. Miscommunication was likely the culprit? I suspect the push- stop- then forward tugging may have been a factor of distraction as we both discussed in the cockpit 'What are they doing?' Mechanic was OK and clear. He checked off the headset and we taxied out for normal flight. In the future; I will pay more attention to the brake set issue before I go to scanning overhead indications to confirm normal situation.




Synopsis: An A300 began rolling after pushback because the Mechanic did not ask the flight crew to set the parking brake before disconnecting the tug and towbar.
Date: 201303
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Training / Qualification; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through approximately FL310 we noticed a fuel imbalance between the left and right tank. The left fuel gauge was yellow and 1;000 pounds out of balance. As we were trying to determine the cause of the imbalance it worsened to 1;500 pounds in less than a couple of minutes. The Captain thought the most prudent and safest course of action would be to land short since we may have a fuel leak in the left tank. I agreed. In the 10 minutes it took to descend the fuel was now 2;000 pounds out of balance. Since an emergency was declared we decided that it would be best to land out of balance and thereby violating the AFM fuel balance limitation.




Synopsis: A B-737 crew declared an emergency and diverted after a 1;000 pound fuel imbalance developed and upon landing the imbalance was 2;000 pounds.
Date: 201907
Local time of day: 1801-2400
Location: ONT.Airport, CA
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C ONT
ATC / advisory: Ground ONT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The push crew used nonstandard phraseology during entire pushback. Example: At start of push; 'We are ready'. I asked; 'ready for what?' There was no clearance to start engines. At end of push; push crew said 'We are done'. I had to ask what they meant... set brakes? Disconnect headset? Besides guessing and having to clarify what they meant; the push crew's com was a hot mic with radio music; talking; engine noise; etc. in the background. Both the improper communication phraseology; and hot mic are serious threats to the pushback and need to be addressed.




Synopsis: Air carrier Captain reported unsafe communication between flight crew and ground crew.
Date: 201710
Local time of day: 0001-0600
Aircraft: A321
Operator: Air Carrier
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Dispatched with one pack inop. Second pack failed at FL330. Descent to FL100; pressurization stabilized at FL100. Reinstated pack; and continued at FL220. No further issues.




Synopsis: Airbus pilot reported a loss of cabin pressure due to loss of the one remaining pack.
Date: 201405
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: As we started the boarding process the tug struck the tow-bar which was attached to the aircraft. The aircraft skipped the chocks and rolled back approximately 2 feet. Some damage was noted on the nose gear - I believe it was the shear pin. There were only 4-5 passengers and crew on the aircraft and no one was injured. A bag handler told me that 'the tug slipped into gear.' I asked if anyone was on the tug at the time and no one seemed to know. If no one was on the tug I think it would be a good idea if the tug was shut off just in case - I'm not sure what their procedures are in this regard.




Synopsis: A321 Captain experiences a jolt during passenger boarding caused by a tug running into the tow bar. A bag handler reported to the Captain that 'the tug slipped into gear'.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure; Staffing
Primary problem: Procedure

Narrative: Working deferral; low IDG oil press ECAM advisory. We replaced the gcu; I don't remember the reason we came to the conclusion that was the problem. We checked the IDG oil service and the DPI with no faults found. I believe we ran the engine and found no faults; but not 100% sure. Better documentation of steps taken during troubleshooting.




Synopsis: Technician reported troubleshooting an IDG problem led to the decision to replace the Generator Control Unit; which led to confusion as to whether it corrected the problem; or not.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Data Transmission and Automatic Calling
Component problem: Failed
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On the short flight we briefed in depth the [approach] page and the possibility of different taxi routes. This caused us to be late on getting the performance weight and balance landing performance. As we continued on the arrival; we decided to use the AeroData app to get the data. I transferred control to the First Officer (FO) to work on getting data. After not being able to get the data I notified ATC that we needed delayed vectors to contact our Dispatch to receive our data. ATC continued to push us into the approach not really caring that we asked for delayed vectors. I let them know again.They slowed us to 180 knots and I noticed that we were still clean at 180 knots so we selected flaps 5. I monitored number 2 radio and finally got dispatch and landing on about a 15 mile final. After landing and exiting the runway the ACARS chimes and our landing data came through. We called Maintenance and they reset the ACARS to clear the memory of the system. This distraction caused us to be in the Yellow which caused us to be clean at 180 knots. I should have been more assertive with ATC and not let them push us into the approach.


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


Synopsis: B737 flight crew reported that they were unable to get the performance weight and balance landing data through ACARS.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon final approach to Runway XX at ZZZ; the aircraft lost throttle authority. I could neither increase or decrease power. I was at 1500 RPMs and by the time I figured out that I had a problem I could not get the airplane on the ground by switching the mags off without running out of runway and putting it in the trees. Since I had partial power and some altitude I opted to try to make a nearby pond that was 180 degrees behind me. Making shallow left turns; and barking on the radio my intentions for anyone who could hear me; I managed to get over [the pond] where I was no longer able to maintain enough altitude to clear the trees for a second approach. Knowing that an off-airport landing was imminent I [prepared]. I opened the door latches in preparation for a water landing. I got the airplane clear of people and structures and tried to put it down gently on the thin ice. The wheels broke through on contact with the ice/water surface. I am uninjured. I was able quickly exit the aircraft and stand on the wings until the wings were submerged. I then stood on the roof of the fuselage where the water came to my knees but got no deeper as the aircraft came to a rest of the pond floor. Very fortunate!




Synopsis: Pilot of a small aircraft reported that while on final approach he lost throttle authority and had to make an off-airport landing on ice/water.
Date: 201307
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface; Workload; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Procedure

Narrative: I am writing this [report] to publish what I think are unsafe procedures in use [when] utilizing the HAWKZ 2 RNAV Arrival landing north. [We were] cleared direct FOOTT Intersection after we were cleared to descend via the HAWKZ 2 landing north. We were approximately 2;200 FT above profile due to the direct route. Center then requested a speed increase to 300 KTS; followed later by a reduction to 250 KTS; frequency change to approach and we were requested to fly 210 KTS. We managed to get back on profile but I think that the airspeed change requests from Center and approach when we are below 18;000 FT require excessive heads down time and have the high potential for deviations. Normal landing followed.Called Approach when we got on the ground to find out why the large airspeed changes contrary to the published speeds on the arrival and I talked with the supervisor on duty and he said it was due to sequencing with arrivals from the south but also the Local Controller's issues with fitting us in with arrivals from other arrivals from other directions.




Synopsis: A B737-800 Captain; cleared ro descend via the HAWKZ RNAV STAR to SEA; reported excessive ATC intervention with route shortening direct routes and large scale variations in assigned airspeeds.