elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: APU Pneumatic System & Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant; Person Passenger
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left gate to takeoff. Thunderstorms and wind change caused us to delay takeoff. While waiting; with engines shutdown and APU running; we started smelling a smell that caused burning in the throat and eyes. Flight attendants and passengers also noticed. Restarting the engine; we changed bleed configuration. No change. The burning smell increased over time. I decided to return to the gate since things were getting worse. We deplaned as soon as possible.




Synopsis: A319 Captain reported a return to the gate after fumes overcame both cockpit and cabin; while they held on taxiway.
Date: 201403
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B BOS
ATC / advisory: Tower BOS
Aircraft component: Safety Instrumentation & Information
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: At 500 FT on visual approach to [Runway] 22L at BOS received a windshear warning in completely calm and smooth air. Accomplished go-around and didn't get warning on exact same approach in exact same conditions.




Synopsis: A B737-700 on final approach to Runway 22L at BOS received a windshear alert on a clear; calm day. After executing a MAP the same approach was flown without incident.
Date: 201711
Local time of day: 0601-1200
Location: 4R5.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E 4R5
ATC / advisory: CTAF 4R5
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The 4R5 CTAF frequency was being monitored about 25nm southwest from 4R5 from our departure point DLH. At 15; 10; and 5nm; radio calls were made to state our intention to land. No other traffic reported on the CTAF frequency. During descent; at around 2500 ft with a heading of 310deg and a speed of 130kts; an Orange/White Beechcraft Baron crossed our trajectory (left to right) 200 feet in front of us and 50 feet below. A slight turn to the left was initiated to increase separation the two airplanes. A few attempts to initiate contact with the other aircraft on the CTAF frequency were made; but unsuccessful. Some faint radio communication from Moose Lake sharing the same CTAF frequency (in response to my transmissions?) were heard at that same moment. The other airplane seemed to just have taken off from Runway 22 at 4R5. The integration in the pattern and landing on Runway 22 4R5 was non-eventful. Once our airplane was parked and shut down; what seemed like the same Beechcraft Baron was seen overflying the field parallel to Runway 22 at around 2000 ft; one last try to initiate contact with that airplane was again unsuccessful.




Synopsis: SR20 pilot reported an NMAC with a Beechcraft Baron in the vicinity of 4R5.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Departure; Trainee; Approach
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Approach Control (A11) called my Sector and APREQ'd a B747 on a heading of 300; which I approved. The R-Side took the hand off on the B747 who appeared to be on a heading of 325. We were waiting to talk to the aircraft that was at the Center/Approach Control boundary. I called Approach and asked the Controller to verify the heading they assigned the B747 was 300. The Controller said it was and asked why. I responded that the B747 appeared to be on more of a 325 heading and was pointed straight at a nearby airport's airspace as well as inbound traffic. After talking with the Approach Controller; the B747 called my Sector checking in on a 320 heading. The R-Side verified with the B747 that Approach assigned a 320 heading. The aircraft responded that was their last assigned heading. Controllers should be more diligent about assigning aircraft the properly coordinated headings/altitudes/routes.


Second narrative: I was working the North RADAR position (combined with Northeast) with a hand off position opened next to me. The fighters based at the Air Force Base were returning on the arrivals from the west. Because of our LOA with Center; when the arrival is in effect; turbojets have to be stopped at 110. There were multiple fighters coming in that would make the LOA altitude unsafe so North Handoff coordinated a heading with Center with a climb to FL200. I was working fairly complex traffic so I did not hear the heading coordinated; and North Handoff did not hear the heading I assigned. As Center took the hand off; and I had cleared all potential conflicts; I shipped the B747 on heading 320. At the time both positions were doing relief briefings and in the confusion I was unaware that the 320 heading had not been coordinated. The relieving controller was not aware of the heading at all; and hand-off was not aware that the aircraft was on a different heading than coordinated. The hand off controller at the time was a low time newly certified controller on the position; and I was receiving a certification check ride. In the future; for low time controllers and trainees receiving skill checks and certification check rides; a seasoned controller should be working the hand-off position so as to alleviate confusion.


Synopsis: Enroute and TRACON Controllers described a failed coordination event during OJT at the terminal; the reporters noting more care should be taken with regard to controller experienced level during skill checks and OJT time periods.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Since COVID-19 ZZZ has no Tower services from XA:00 hr to XJ:00 hr local time. I had taxied out for departures several times before XJ:00 with no need to ask for ground services because they were closed. I was delayed and in tight quarters to taxi out of FBO; then taxi out at XJ:15 and I forgot the time had lapsed and taxied out without taxi clearance.There is no excuse; just a timing issue on my part. There was no issues with other aircraft and everything went fine then I recognized what I had done and contacted the Tower for departure and all was a non event. I'll be sure of the time before I taxi in the future.




Synopsis: Pilot taxied without clearance because he thought Tower was still closed; but it was actually 15 minutes after the Tower had opened.
Date: 201703
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Horizontal Stabilizer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Routine Inspection
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Arrived on aircraft after inbound crew left. During walk around [the First Officer] noticed numerous dents on leading edge of right horizontal stab. I confirmed his finding. I then asked to delay boarding until [maintenance] could have area inspected; verify ok for flight. While waiting the CIDS (Cabin Intercommunication Data System) began indicating a fire in aft Lav (no pax on board) and numerous call lights going off. I called [dispatch] and [maintenance control] to refuse aircraft. As we were waiting for new aircraft; the [previous] crew stated that there was no hail damage. I asked the station manager to go out with me to look. Based on sun angle I had to agree but I had seen damage earlier. The mechanic got in my face and stated; 'there is no damage!' I asked; 'are you calling me a liar?' He vehemently reiterated his position; 'there is no damage!' He had not gotten up on a lift to even look! At that point; I no longer felt fit for duty; I contacted the [duty manager] and took myself off the schedule.




Synopsis: The Captain of an Airbus A319 reported dents in the leading edge of the stabilizer; which maintenance was unable to confirm.
Date: 201411
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Weather; Human Factors
Primary problem: Weather

Narrative: Briefed and set up for the RIVER Visual to Runway 19. At the beginning of the visual; I noted and verbalized that there was approximately a 50-knot wind from our right and that I would try to stay toward the right (west) side of the river to avoid getting blown into the prohibited airspace.  I configured at landing gear down and flaps 15 prior to the 6 DME point; and was approximately 1800 feet as the [approach] pages recommend. Approaching the 3 DME point is when we received the Caution Obstacle alert.  I was unsure if a go-around was required for a caution.  We both saw the obstacle (building on the west side of the river); and the PM made a callout that I was low.  I corrected my flight path and continued.  After landing; and some discussion; I realized that we must go around with a caution at night.




Synopsis: A B737-700 flight crew received an EGPWS obstacle warning while conducting a RIVER VISUAL approach to DCA at night in gusting crosswinds.  Although they adjusted and landed safely the flight crew reconsidered their actions after the event and determined they should have initiated a go-around.
Date: 201705
Local time of day: 0001-0600
Location: ZOB.ARTCC, OH
Flight conditions: Mixed
Weather elements / visibility: Cloudy; Rain; Thunderstorm
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute; Supervisor / CIC; Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: ATC Equipment / Nav Facility / Buildings; Company Policy; Manuals; Procedure; Weather
Primary problem: Weather

Narrative: During planning for potential weather impact I; Supervisor Traffic Management Unit (STMC); agreed to take additional traffic based on the attached Traffic Flow Management Convective Forecast Product (TCF) panels. The panels indicated a significant diminishment of convective activity in ZDC with no activity in ZNY by XC:00. The attached snapshot is from XB:45 showing substantial convective activity in ZNY. Performance Data Analysis Reporting System (PDARS) data showed that ZOB held 46 aircraft for LGA and EWR 34 aircraft for the day. The vast majority of those held during the XA:00-XD:00 timeframe. Holding was taking place in three different areas in ZOB and was even passed back to ZAU and ZID. An unofficial count at one point had ZOB holding over 30 aircraft for EWR and LGA. I cannot verify this because we do not have the ability to replay traffic situational display due to local storage limitations not saving the information; but I believe Command Center does.After replaying the weather and the TCF forecast with the head of our local weather unit it was described to me that the forecast was accurate based on the parameters of the TCF. If more than 50% of the convective coverage is below 24;000 feet; it will not be depicted on TCF. The first problem is that the TCF product is the primary weather tool for the national planning telcons. When I first became an STMC; I was told that the CCFP (the similar product used before TCF) was the only tool we could use for the national planning telcons. I am not sure if this is still the case; but there was no indication on the product that there would be any substantial weather in ZNY at the time. The second problem is that all traffic departing or arriving major terminals say within 50 miles are all below 24;000 feet. In the case of DTW; within 40 miles all arrivals and departures will be below 17;000 feet. There needs to be some consideration of below 24;000 feet for the Core 30 airports. Decisions were based on the TCF. I would have taken additional precautions.




Synopsis: ZOB ARTCC Traffic Management Supervisor reported they did not effectively manage traffic flows during significant weather periods due to limitations of weather forecasting equipment.
Date: 202003
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Flight conditions: VMC
Light: Dusk
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: Helicopter
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the second aircraft in a formation flight ferrying an aircraft under an ADS-B waiver in the SFRA under the Class B airspace. It was my first formation flight and I was focused on the lead aircraft in front of me and to my left. The lead aircraft was communicating with ATC while I utilized my single functioning radio to talk to that aircraft. It was getting late in the day and we were under pressure to get the aircraft back to the FBO before dark since these were newly acquired aircraft that haven't flown in several years. The helicopter approached the formation from the right at the same altitude. Focusing on the lead aircraft; I did not observe the helicopter until close proximity. I immediately initiated a diving right turn to avoid a collision with the helicopter losing approximately 200 ft. The helicopter took no evasive action and flew right between me and the lead aircraft in the formation. I immediately climbed back to 1500 ft. and rejoined the formation. I radioed the lead aircraft and informed him of the situation and asked if he received any alert from ATC since we were under flight following. He replied 'negative'. It is in my opinion the helicopter nor the lead aircraft ever saw each other and the helicopter intended to pass safely behind the lead aircraft but failed to observe my aircraft. Neither the lead aircraft or myself had ADS-B in capability and would not have been able to detect the helicopter by any other means except visually. I believe that better visual scanning and possibly less reliance on being able to see other aircraft in ADS-B airspace could have prevented this situation.




Synopsis: PA-28 pilot reported a NMAC event during a two plane formation flight as second aircraft with an unidentified helicopter that flew between the two aircraft.
Date: 202004
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 137
Flight plan: None
Flight phase: Parked; Takeoff / Launch
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Post flight self debrief; I did a log book check and realized that I had flown out of currency; last biennial flight review was more than 24 months. I immediately shut down my operational commitments until I was able to find a flight instructor to conduct a biennial flight review. Due to current circumstances; I found it difficult to find an instructor willing to fly with me due to the COVID-19 pandemic. However; after several attempts I was able to find an instructor willing to give me a biennial currency ground school and flight.I know it was a bone headed mistake and one that could have been avoided had I kept a calendar for myself with reminders and most importantly; during my slow time (winter) made sure that all my requirements were fulfilled prior to busy season and potentially miss out on work and fail to meet customer needs.




Synopsis: GA pilot had difficulty finding a flight instructor during the COVID-19 pandemic to conduct a flight review.
Date: 201706
Local time of day: 1801-2400
Location: FAI.Tower, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D FAI
ATC / advisory: Tower FAI
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented
Contributing factors: Aircraft; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft Y was in left closed traffic for Runway 2W (Water runway) instructed to extend upwind. Aircraft X was entering the right downwind from the north for Runway 2R. I was the Instructor to the Local Control developmental who was on the line coordinating with the radar handoff position regarding multiple different items. I looked over the trainee's shoulder at the tower radar display and observed Aircraft Y had drifted about a mile east of the upwind and was now on a collision course with Aircraft X entering the downwind.I instructed Aircraft Y to turn left crosswind immediately and issued traffic. I issued traffic to Aircraft X and told him to start a climb. Aircraft Y was observed at 1700 ft while Aircraft X was observed at 1900 ft. Traffic pattern altitude at FAI is 1500 ft. Aircraft X reported Aircraft Y in sight and was instructed to maintain visual separation. Aircraft Y passed east and above of Aircraft X. Radar data shows lateral separation of .18 NM and 200 ft. Surface wind was 020 at 10 Knots.VFR pilots must; to the greatest extent possible; maintain runway heading while in the upwind and pattern altitude while in the traffic pattern.




Synopsis: FAI Tower Controller reported a traffic conflict in the pattern due to an aircraft that drifted off course.