elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: Received NOTOC (Notice to Captain) just prior to push back for 4 items of hazmat in the forward cargo compartment. Review of NOTOC indicated one package of flammable liquid; one package containing Lithium Ion batteries and two packages containing radioactive material. After some discussion and research of FM part one we called the company Cargo question hotline listed on the NOTOC to question the loading of Lithium Ion batteries with a flammable liquid. We were told that these two items should not be loaded in the same compartment and we would need to return to the gate to have this corrected. We informed company operations of this requirement and returned to the ramp area to have hazmat removed from the aircraft. Initial personnel indicated the items were loaded behind the passenger luggage and they would have to unload the compartment to gain access to the hazmat. The original crew chief who loaded the hazmat then contacted us by interphone and indicated that the flammable liquid was not on board and had been rejected before loading which would leave us with only the package containing Litihium Ion batteries and the radioactive material which the hotline personnel indicated was allowed. Being satisfied with this explanation we departed. Upon arrival we observed all 4 hazmat items being unloaded from the forward cargo compartment even after being assured that the flammable liquid was not loaded in our departure airport.


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


Synopsis: A B737 flight crew reported receiving the HAZMAT NOTOC report which they examined and discovered lithium batteries and flammable liquid in the same cargo compartment. Upon questioning Operations they were told the flammable liquid was removed. Upon arrival; the crew discovered the flammable liquid and lithium batteries were still on board.
Date: 202102
Local time of day: 1201-1800
Location: TRM.Airport, CA
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G TRM
ATC / advisory: CTAF TRM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On initial approach to TRM I was announcing the arrival quite often and very diligently; in a descent of approximately 1;600 feet per minute another plane was observed on the ADS-B and was in sight. I continued the descent to fly well under the plane which was obviously VFR and as I approached the plane it turned into me with a sharp turn. The TCAS had a TA but not an RA as I had descended well below the other plane. The other plane must not have been monitoring the UNICOM or monitoring their traffic ADS-B.I realize now that I should have changed course at an earlier time; to give a much wider birth to the crossing plane. Also; I can not take into account other pilots listening to the CTAF or UNICOM frequency for area traffic. In addition; as I approached the airport to fly over and enter a left downwind; another plane was spotted that had just flown over the field with no announcements. VFR traffic in this area are not listening or announcing their intentions in the airport environment.




Synopsis: GA pilot flying to non-towered TRM airport reported an NMAC with another aircraft in the pattern.
Date: 202002
Local time of day: 0001-0600
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
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on takeoff roll in ZZZ with a full power takeoff for gusty winds when at about 100 KTS. I noticed a fairly strong odor of 'dirty socks' or 'electric heater.' We continued the takeoff roll and by the time we [were] airborne and I had selected the landing gear to 'up' the smell had gone away. I asked the First Officer if he smelled the odor and he stated he did; but that he didn't smell it anymore. We did not run any QRH as by the time we recognized an odor; it went away. We continued normally and during our lavatory break in the middle of the flight; I asked the Flight Attendant if he had smelled the odor on takeoff. He stated he did and did not communicate any more concern to me. The flight continued; [we] landed normally and we arrived at the gate early. We then continued to switch aircraft in ZZZ1 to complete the last leg of our trip. Myself and the First Officer felt fine the rest of the trip.




Synopsis: B737 Captain reported smelling a strong odor of 'dirty socks' takeoff roll which dissipated shortly thereafter.
Date: 202012
Local time of day: 1801-2400
Location: D10.TRACON, TX
Flight conditions: VMC
Aircraft: Embraer Undifferentiated or Other Model
Operator: Fractional
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airspace Structure; Human Factors
Primary problem: Aircraft

Narrative: On approach to DAL at 3;000 ft. ATC called out traffic at about 5 miles; 500 ft. below that the TCAS showed climbing As he came closer ATC told us to do whatever to avoid. Simultaneously we received an RA to not descend and climb. Banked 30 degrees left and climbed 300 ft. Aircraft passed about 500 ft below us right to left. Per ATC returned to altitude and heading. Controller asked if we had an RA. Replied yes. We were notified of traffic by ATC and then by RA. Cause was VFR aircraft flying in approach control area.




Synopsis: Embraer pilot received a TCAS RA while on approach to DAL.
Date: 201809
Local time of day: 0601-1200
Location: LAN.TRACON, MI
Aircraft: Super King Air 200
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON LAN
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: OAPM [Optimization of Airspace and Procedures in the Metroplex].I was CIC [Controller in Charge] of the TRACON at LAN. The controller working South Radar brought to my attention the Aircraft X descending into our airspace on the PETTE1 STAR into D21's airspace. This is the first week of the new Metroplex airspace and according to the D21 controller; the ZOB controller made a point out to the TOL approach but not LAN approach so our (LAN) airspace was violated. I understand this has been a problem the past week.We need a LOA that ensures ZOB makes all point outs along that PETTE1 star.




Synopsis: Lansing TRACON Controller In Charge (CIC) reported an airspace violation due to an airspace relating to new Metroplex airspace.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Fairing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First flight of the day. Departed Runway XXL with a climb to the east/northeast/north; climbing through 10;500 MSL to FL230 and accelerating; reaching 280 KIAS I heard a 'Thump' associated with a wind rumble sound and vibration throughout the airframe and predominately in the flight controls; I immediately checked doors and pressurization; followed by all other aircraft systems. All indications normal. I stopped our climb at 14;000; called the flight attendant to verify noise and vibration in addition to cabin conditions. FA (Flight Attendant) heard the same sound; cabin conditions normal otherwise; I then contacted Dispatch and Maintenance via ACARS describing the conditions; [and] we mutually agreed a return to ZZZ was in our best interest. We notified Center we would be returning to the airport for a Non-Emergency precaution. We were given an immediate turn and descent; I addressed the passengers to let them know we would be returning to the airport as a precaution. Once parked at the gate we initiated a walk-around and discovered the right inboard flap linkage fairing had broken and separated from the airframe.




Synopsis: CRJ-200 Captain reported a flap fairing departed the aircraft during climbout resulting in a return to departure airport.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FFOD (First Flight of Day) tests complete and everything checked normal. After being at cruise altitude of FL190 both the captain and I noticed a drop in N1 about 10%. Fluctuating between 76-86% N1 multiple times. While N1 was spinning down 10% and hesitating to spin up; N2 also dropped but could not specify the exact amount. Continuous Ignition was then turned on. We kept an eye on the indication and again the N1 dropped roughly 10%; feel a slight yaw and noise reduction. At this time we [advised ATC]. Stated fuel on board; Souls; and confessed the issue. When power had to be changed we used extra vigilance to monitor the engine indications and use minor adjustments with thrust management. Filed alternate was ZZZ1 however we requested to stay enroute to ZZZ. ZZZ was advertising [ATIS] information; 1/8 Vis and vv002. ATC advised ZZZ would not accept us and to state intentions. Already en route to [the area] we decided ZZZ2 would be the best diversion plan. ZZZ1 was behind us a ways. ZZZ2 had the [appropriate facilities] to assist passengers. Contacted company and advised of the situation. ATC now cleared us to ZZZ2 via vectors. Crew communication was key as the captain informed the Flight Attendant the Nature of emergency; severity and amount of time. During the diversion N1 would surge again. Ran through checklists and briefed the approach ZZZ2 and briefed if engine was lost during approach. Landed safely with no further issues encountered in flight




Synopsis: CRJ200 pilot reported a partial loss of power in one engine while at cruise altitude that resulted in a diversion to a suitable alternate airport.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 20
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Calm winds; good weather. Density altitude near field elevation. Flaps at 12 degrees for short/soft field takeoff. All power indications (fuel flow; MP; RPM) normal. Runup with brakes set; then good acceleration with slight back pressure on the yoke; all indications normal. Airplane lifts off and climbs briefly but once out of ground effect; begins to settle despite full power. After several moments without significant climb; flaps are raised with a light settling back on the runway but no significant climb rate. At this point; the airplane settled back on the runway and departed to the left side. Power was cut off and the airplane came to rest after the nose gear collapsed in soft dirt about 100 feet from the runway.




Synopsis: BE36 pilot reported the aircraft would not climb during takeoff after out of the ground effect despite full power being applied and settled back on the ground resulting in a departure from the runway; and a nose gear collapse.
Date: 201704
Local time of day: 1801-2400
Location: AEX.Airport, LA
Weather elements / visibility: Hail; Rain; Turbulence
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class D AEX; Class E ZHU
ATC / advisory: Center ZHU; Tower AEX
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; 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 Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure; Weather
Primary problem: Chart Or Publication

Narrative: The reason I am writing this report; is to see if it is possible to improve on TAF; and METAR information.We left ZZZ airport at night at around XA00; going to AEX.Forecast is understandable that it varies; and changes; but the METAR should provide additional information. Basically when the weather is really bad.METAR showing from XB50 to XE09. The only thing mentioned is +TSRA (heavy thunder showers; and rain); LTG (lightning) ALQDS (All quadrants). Also on the TAF it mentioned Gust of 40KT tempo [during a four hour time period].The ceiling and visibility on the METAR were within limits to shoot the approach; but when we arrived in the area; around 50 miles from the destination we could see the lightning show from above; and the clouds looked very violent; we knew it was a bad idea to proceed to the destination; or our 1st alternate airport; so center said ZZZ1 was clear. We proceeded there; landed and waited for a good 2 hours on the ground; until we weather moved to the east. We then departed ZZZ1 and proceeded to our initial intended destination AEX.The weather had moved to the east; and the landing was uneventful. Once we landed; i was told there were big sized hail on the airport; and tornadoes surrounding the area. We were taken to the hotel by line service personnel; on the way to the hotel there were flooded and obstructed roads by falling objects; we got to the hotel by taking the highway.The reason of my report is to see if there is a chance to improve on METAR information available. If we had gone to the airport AEX; we would have most probably flown throw hail damaging the aircraft. No hail was mentioned anywhere?




Synopsis: Corporate pilot reported that TAF's and METAR's used were inaccurate and could use improvement.
Date: 201908
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Passenger; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: A passenger dropped her cell phone behind a plane panel. Mechanics were called. They could not get to cell phone and they did talk to passenger. Mechanic deferred item and plane left. If the cell phone has a lithium ion battery I hope it does not catch fire because no one can get to it. A manager keeps sending Customer Service pictures of what cell phone batteries can do to bags so this concerns me.




Synopsis: Air carrier ground employee expressed concern about aircraft dispatched with lost cell phone in the cabin.
Date: 201305
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZME
ATC / advisory: Center ZME
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: We were on the SWFFT 1 arrival into BNA and had finished briefing the intersections and altitudes. The restriction at LENSE Intersection is to cross at or above FL240. ATC gave us a clearance to descend now to FL300 and then cross LENSE at FL240. The First Officer set 240 in the MCP and started our descent to FL300. At that time; we encountered some wake turbulence; which rolled the aircraft into a 20 to 25 degree right bank and the autopilot disengaged. The First Officer quickly resumed control and had to apply almost full left aileron to stop the roll; yet the aircraft remained in the bank for two to three seconds before the wings rolled level. He returned the aircraft to a stabilized profile and then re-engaged the autopilot with the aircraft back LNAV and VNAV PATH.I did not notice that we had forgotten to change the 'at or above altitude' at LENSE to a hard altitude of 240. It was in our descent through FL290 and about eight miles from LENSE Intersection that I noticed we were not going to make our altitude and reported it to ATC as we crossed the intersection at approximately FL260. They then gave us a clearance to descend to FL240. The flight continued to BNA without any further problems.




Synopsis: B737-700 Captain reported a wake vortex encounter on descent into BNA that provided enough distraction they missed a crossing restriction.
Date: 201212
Local time of day: 0001-0600
Location: CRW.Airport, WV
Flight conditions: IMC
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C CRW
ATC / advisory: TRACON CRW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: We were flying to CRW. Approaching final; we were told to descend to 3;000 FT and intercept the localizer. We were then cleared for the Localizer 23 approach. After the localizer was captured; we began our descent down to 2;400 FT before approaching 5.4 DME off of ICRW. Before getting down to 2;400 FT; we had a 'Too Low; Terrain; Pull Up' aural alert go off. I immediately commanded the missed approach. We executed the missed approach; [and] then circled back with ATC's instructions to shoot the approach again. We landed without any further problems (and no other alert). As we were being vectored around to final approach again; I queried ATC to ask if he saw any abnormalities or low altitudes during our first approach. He replied that he noticed nothing out of the ordinary.




Synopsis: Dash 8 Captain reported receiving a EGPWS terrain warning on approach to CRW.