elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operating under: Part 135
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Sea
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Got ramp checked this morning by the FAA. Upon examination of my medical; the Inspector noted that my first class was coming up for renewal; I told him I'm aware that is due next month; not realizing that it was due the 6th month not the 7th month. Took immediate action and went directly to have my medical renewed.




Synopsis: Pilot reported that during FAA ramp Check; FAA noted that Pilot's Medical Certificate was approaching due date; compelling pilot to expedite renewal.
Date: 201505
Local time of day: 1801-2400
Location: CNO.Airport, CA
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: We had Aircraft Y inbound on a 4 mile final descending out of 2100 on the ILS approach cleared to land Runway 26R. SCT (SoCal) had Aircraft X inbound to RAL on an 8 mile final descending out of 2200 about a mile south of course. SCT's airspace is at 2700. CNO's is 2500 and below.The aircraft passed within 100 feet vertically and less than a half mile horizontally opposite direction. SCT's aircraft was south of ours.  SCT did NOT point out Aircraft X by either display of verbally. We did give the traffic to Aircraft Y and the pilot reported traffic in sight. Daily; SCT violates our airspace with aircraft inbound to RAL on the ILS.Either SCT points out aircraft to us; or change the approach into RAL airport.




Synopsis: CNO Controller reports of an airspace violation and an airborne conflict caused by the overlying TRACON not giving them a point out or remaining clear of the Tower's airspace.
Date: 201910
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Daylight
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise; Climb; Descent
Airspace: Class A ZAB; Special Use MOA
ATC / advisory: Center ZAB
Second aircraft: Citation II S2/Bravo (C550)
Reporter organization: Government
Reporter function: Enroute; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was a flight of four [fighter jets] working in a MOA 29;000 ft. and below. Aircraft Y was VFR at 17;500 ft. transitioning the MOA to the northeast. Aircraft X saw the traffic and then proceeded over to the VFR traffic and descended down through and circled around the jet until the aircraft was no longer in the MOA. I spoke to the Supervisor of Flying for the fighter wing and explained to him how unprofessional it is for them to buzz a civilian aircraft who is allowed to be in the MOA. I asked him to speak to the pilots and explain to them that the MOA is not sterile airspace. I further explained how the pilot could have been startled and lost control and hurt a passenger or crashed trying to avoid the fast moving fighters that were circling around him. Another controller told me that the same thing happened on the evening shift on [date]. The fighter wing needs to train their pilots on the rules of a MOA. They need to fully understand that their actions can cause a serious safety incident. These VFR aircraft are not hostile participants in their airspace. The MOA's are shared with the rest of the flying public.




Synopsis: Center Controller reported that military aircraft in a MOA were buzzing a VFR jet transitioning the airspace and caused an airborne conflict.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Following 4 marshallers to perform a 270 degree turn in a rather tight spot on the ramp away from the gates. There was a 6 foot fence on one side and a parked Airbus 320 on the other side. We were following the instructions of the marshallers at a slow pace. As we began the final 180 degree turn; we felt like we hit a pothole in the cement. No indication was given by the marshallers of anything unusual. Once parked waiting for customs and fuel; we were informed about 30 minutes after the event that the wing had struck a security camera pole.The marshallers failed to monitor the wing clearance.Perhaps having lines drawn for wing clearance to help the marshallers.


Second narrative: Taxing in; we were following 4 Marshallers who were guiding us for a 270 deg turn with a fence that appeared to be about six feet high on the left and an A320 on the right. As we started the second turn we felt what we thought was a pothole in the cement. The Marshaller gave no indication of any problem and we continued the turn and parked. As we were preparing for our next leg the station manager informed us about 30 minutes after the incident that there was a small hole in the sharklet and that it had struck a security camera. The Marshallers failed to monitor the wing clearance. Not parking aircraft so tight and doing 270 deg turns in tight spaces.


Synopsis: Flight crew reported striking a pole with wing while parking.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: ZZZ to ZZZ1 during boarding as Flight Attendant A was preparing cabin for departure. Passenger A seated in seat XXA (which was not her assigned seat) was informed by Passenger B in seat XXB that she wasn't feeling well. (Who should have been seated in seat XXA).Passenger A asked FA A if she could be moved; felt uncomfortable sitting next to Passenger B. Passenger A was flying home to visit someone who had been in hospital and didn't want to take a chance by flying in to ZZZ seated next to the other passenger. FA A informed FA B that a passenger was not feeling well and that the passenger seated next to her wanted to move. I moved Passenger A up one row where she should have been seated. And ask Passenger B why she wasn't feeling well finding out she had a sore throat and coughing and just felt bad. I ask if she thought she could fly or wanted medical assistance she said she thought she would be ok and wouldn't need any.Per Medlink; guest was not approved to fly and was removed. Passenger count was correct and flight departed.




Synopsis: Air carrier Flight Attendant reported a sick passenger boarded a flight; but was removed from the flight prior to departure.
Date: 201512
Local time of day: 0601-1200
Location: DXR.Tower, CT
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D DXB
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: It was a very nice day and I decided to do some pattern work in my plane. After being cleared for right traffic; I took off and climbed as usual. Just as I was turning to right crosswind I noticed white smoke in the cockpit from the left side of the windshield. I informed the Tower and was cleared to land on any runway. I immediately made a U-turn and landed back on the runway I took off from but in the opposite direction. I landed without incident within a minute.The engine; Rotax 912; is partially liquid cooled. After landing I noticed that the belly of the plane was covered in orange coolant fluid; indicating that perhaps the coolant system has failed. My mechanic is on vacation and will inspect the plane when he returns.Following my aircraft manufacturer's recommendation; I normally put a strip of aluminum duct tape over the radiator in winter to help the oil achieve operating temperature. This has been an unusually warm winter so far. The temperature as I was taking off was about 58 degrees Fahrenheit; and the high that day was expected to reach 65. Perhaps the small piece of aluminum tape over the radiator on a borderline day (but within the manufacturer's limits) caused the coolant line to fail. The failure may be unrelated to the presence of the aluminum taping on a borderline day; but I thought that this report may provoke some rethinking of the recommended outside air temperature range for such wintertime tape. Perhaps the maximum temperature should be in the mid 40s rather than the high 50s to forestall a situation like the one I experienced. Perhaps pilots should be extra diligent on preflight inspection and remove such taping more aggressively to stay on the safe side.




Synopsis: Light Sport Aircraft pilot experienced a liquid cooling system failure in his Rotax 912 powered aircraft during takeoff and returns to land opposite direction on the departure runway. He believed that manufacturer recommended aluminum tape on the radiator for winter operations may have been a factor as the winter day was slightly warm.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Navigation Light
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ runway 30L without incident with 7 passengers aboard. Approximately 15-20 miles north of ZZZ; in cruise at 6;000 MSL; I looked out the left window to inspect the wing for icing. I noticed at that time the flashing red of the underbelly beacon reflecting off the engine cowling and wing; but also noticed irregular flashing patterns of white; yellow; and orange. Upon shutting off the beacon; the yellow; orange; and white flashing remained. These appeared consistent with fire; which I assumed was the case; although I was unable to determine the source of the potential fire. I notified approach that I needed to return to ZZZ; they cleared me direct; then I advised a potential engine fire. Upon landing on 12R; was met at taxiway Q by the fire team; who indicated they did not see any indication of fire. At that time I determined an emergency evacuation would not be necessary. The fire team followed me to the gate; where [the first officer] deplaned the passengers. I deplaned and met with fire personal to inspect the aircraft. We did not find any physical evidence of fire; but we did notice the tail NAV light had become unattached from its assembly during flight and was hanging by wires. In addition; the fire personal indicated verbally that they could smell a strong smoke smell; as did [the first officer] upon arriving at the aircraft; as could I when I deplaned. There was no such smell in the cockpit or cabin.




Synopsis: The Captain of a regional air carrier reported seeing flashes of light outside his window; consistent with a possible aircraft fire. He quickly coordinated a return to the departure airport with Air Traffic Control; where an uneventful landing was accomplished. A post flight inspection revealed a navigation light which had become detached.
Date: 201808
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X was at 110 direct GVQ which was about a 050 heading. He suddenly turned to a northwest heading estimated to be about a 340 which [had] him directly in the way of Aircraft Y who was direct VWV at 110. I turned Aircraft X to a 090 heading in order to keep separation. He said his autopilot shut off; to the controller working the next sector after I switched him. [Also]; my D-Side had Toledo Approach descend Aircraft Y.




Synopsis: ZOB Controller reported an aircraft had an autopilot failure resulting in a conflict with another aircraft.
Date: 201602
Local time of day: 1201-1800
Location: MMU.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Snow; Icing; 1.0
Light: Daylight
Aircraft: BAe 125 Series 800
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MMU
ATC / advisory: Tower MMU
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The entire NYC area was forecast for moderate to severe icing conditions; snow; and low visibility. Numerous PIREPS confirmed the presence of such icing conditions; further confirmed by an amber ice detect light indication. We elected to divert to Morristown; NJ (MMU) which was currently reporting 2 miles visibility; adequate ceilings; and moderate snow.  We began receiving vectors for the RNAV Runway 5 approach which requires 1 7/8 mi visibility and an MDA of 860.  At the time we began receiving vectors; the amber anti-ice low quantity annunciator illuminated indicating that we had approximately 30 minutes of ice protection remaining.We were cleared for the approach and configured normally.  After reaching the final approach fix (HOSBE) we began descent to MDA.  Upon reaching MDA I continued searching for the runway.  The runway came into view and I called 'runway in sight 12 o clock'  at this point it became clear to me that we did not have the required visibility for the approach and that we did not have the ability to achieve a normal rate of descent to a normal landing.  At that point I called for a 'go-around' and the pilot flying responded something like 'I think I've got it; yeah; I've got it' and continued the approach.  He immediately retarded the thrust levers to idle and called for full flaps.  We immediately began an excessive descent rate and received ground proximity warnings that said: 'sink rate; sink rate; pull up' that continued all the way until just before touchdown.  We landed just about halfway down a snow covered runway that was 5998 ft. in length.  The braking action was good and we stopped normally on the runway.  The next several aircraft behind us were not able to land at MMU and diverted to an alternate.The cause of this issue was the failure of the pilot flying to appropriately react to the call for a go-around.




Synopsis: HS-125-800 First Officer reported the pilot flying (Captain) continued the approach even though it was unstabilized and the First Officer called for a go-around.
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10000
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After introducing an engine failure in flight to a student; after doing a full shutdown and restart; as I went to cruise the rpm out with the prop lever; the RPM's had no decrease and were above red line. I then used the 'Prop Overspeed Checklist' and completed it and there was little/no change. The left engine was producing strong vibrations and rattling so I made the decision to shut down the engine and secure it. I believe the propeller governor failed which caused the red line RPM which I was unable to reduce properly. To further prevent another occurrence of this situation; it is best for maintenance to check the governor more often to verify its usability.




Synopsis: PA44 instructor pilot reported a safe landing following the shutdown of an engine.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Flight deck requested two flights attendants to remain in the forward galley with a cart out while the flight deck door remained open for almost 2 hours during the flight due to extremely low temperature in the flight deck. Flight attendants did agree that temperature was very low and complied with flight deck request; but after the flight agreed that the situation was very unsafe and could have created a dangerous situation.[Suggest] divert flight. If the pilots were really that uncomfortable by the low temperature that they were willing to jeopardize safety; then the flight should have been diverted and the problem fixed or the plane grounded.




Synopsis: Flight Attendant reported the cockpit door remained open for about two hours in flight at the request of the flight crew because of the very low temperature in the cockpit.
Date: 201408
Local time of day: 0601-1200
Location: MZBZ.Airport, FO
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower MZBZ
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication; Procedure; Aircraft
Primary problem: Procedure

Narrative: Arriving from the northeast; cleared for ILS DME 07. On procedure turn inbound and at 2;500 feet we joined the localizer inbound and started our descent to join the glideslope for the approach.  The procedure turn was flown in NAV and only took us out to 7 DME on the localizer which left us 400 feet high.  We were able to configure and get down in time to join the glideslope outside the final approach fix; however I believe the approach is probably not coded correctly and should; instead; take you out to 8 DME as the ILS DME VOR 07 approach does. [I believe] the other approach; the ILS DME VOR 07; should be utilized until [this] approach is recoded so you will not be left high when you join the localizer.




Synopsis: An Airbus A320 series flight crew flying the ILS DME Runway 07 at MZBZ found the GFMS programmed procedure turn returned them inbound on the localizer above the glideslope.  Judicious energy management allowed them to capture the glideslope from above prior to the FAF.