elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft had an MEL deferring the hydraulic system one quantity indicators. We complied with the operational procedures with the MEL and I verified the quantity when I did my preflight. While in cruise we received a HYD 1 LOW PRESSURE caution message. The pilot flying took over the radios and I complied with the QRH. The 1A pump was putting out 0 PSI and; with the 1B pump operational; the pressure would fluctuate between 800-1;400 PSI. As per the QRH we needed to land at nearest suitable airport. The pilot flying transferred flight controls and radios to me and I became the pilot flying. He received all appropriate weather and NOTAMS while I communicated with Approach and flew the airplane to get in a position to land. No emergency was declared; however [Tower] had rolled the fire trucks. The landing was made. It was uneventful and once deplaned we contacted Maintenance. The threat was allowing the aircraft to operate under that MEL because once we were in flight we did not know the actual quantity in flight while running the QRH.




Synopsis: A CRJ-200 with deferred system one quantity indicator had low pressure in hydraulic system one in cruise flight. Aircraft continued to destination where a normal landing was made with equipment standing by.
Date: 201506
Local time of day: 1201-1800
Location: RUT.Airport, VT
Flight conditions: IMC
Weather elements / visibility: Fog; 3
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Upon departing RUT (RWY 19) on an instrument flight plan; I was climbing past 1;500 feet; when I received a terrain warning; showing terrain on my right side.The published departure procedure shows a climb to 1;400 feet; then a climbing right turn to a 025 degree bearing; and continued climb to 6;000 feet; before proceeding on course.Due to the terrain warning off my right side; I was reluctant to execute a right turn.I queried ATC and asked if I was ok to proceed direct ALB VOR.  They advised me to comply with the departure procedure; or proceed direct ALB after passing 6;400 feet.I continued on the runway heading until reaching 6;400 feet; then proceeded direct ALB.The remainder of the flight was completed without incident.




Synopsis: A BE36 pilot experiences a terrain warning climbing through 1;500 feet for terrain on the right after departing Runway 19 at RUT. They elect to remain on runway heading and not turn right to DYO NDB.
Date: 201904
Local time of day: 1201-1800
Location: ARR.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operating under: Part 91
Flight phase: Final Approach
Airspace: Class D ARR
ATC / advisory: Tower ARR
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Other / Unknown
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; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Aircraft X was performing pattern work in left closed traffic on Runway 9 when Aircraft Y called inbound from the northwest. Aircraft Y was instructed to; and read back; enter a midfield left downwind for Runway 9. Aircraft Z was inbound from the south; was sequenced and cleared to land on Runway 9 behind Aircraft A. On roll-out Aircraft A reported two coyotes crossing Runway 9. At this time Aircraft Y had entered a 2 mile left base as opposed to a midfield downwind thus conflicting with Aircraft X who was now on a 2 mile extended downwind. Aircraft X was then issued a sequence and landing clearance. Aircraft Y was issued traffic and a right 360 turn for spacing. At this point the coyotes were spotted having sat down in the middle of Runway 9 about 3;000 feet down. Aircraft Z was issued a go-around as he was touching down. Aircraft Y was asked if he had Aircraft X traffic insight to which he applied in the affirmative. Aircraft Y verified once more that he had Aircraft X in sight before he was issued a sequence and landing clearance behind Aircraft X. A short while later Aircraft X reported that Aircraft Y had overtaken them on final having passed 50 feet overhead. Aircraft X was issued a left 360 turn to final to follow Aircraft Y to the runway.Something that seems to be sorely lacking at this airport is the absence of any wildlife management. Coyotes on the runway is a very regular problem on the airfield and a great hazard to those pilots operating on the field. The airport has no perimeter fence and the airfield management/ maintenance seem to take no action to reduce this sort of occurrence. The coyotes unfortunately have become very accustomed to the air traffic and are nonplussed by passing aircraft.




Synopsis: Aurora Tower Controller reported that the airport has problems associated with wildlife that enter the runway; which caused an unsafe situation for 4 aircraft that were attempting to land.
Date: 201811
Local time of day: 1201-1800
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was sent down-line to ZZZ line to work on tooling. After completed the tooling project; around I saw a lot of unserviceable parts; so I boxed them up and returned them back to ZZZ1. I had also prepped an AED for HAZMAT shipment. But I don't remember noticing the fuel valve while I was boxing the other unserviceable parts. Until today I discovered from my co-worker that I had sent the valve.




Synopsis: Air carrier Maintenance Technician reported improperly shipping HAZMAT unserviceable parts.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I understand the need to keep the airplanes moving; but until there is a true fix for these issues; It would have been much faster if the pack and or bleed was deferred right away; instead of just running the packs on the ground via APU to try and replicate. Since this potentially was from engine oil/engine bleeds; running the packs via the APU bleed; did not make sense. That doesn't eliminate the engine; engine bleed and oil as a suspected source of the fumes; since the engine was not running. That plus the remaining smell; is why I had to stand my ground to get more done; to agree the aircraft was safe to continue. I felt the chance of it reoccurring in this case was unacceptable.




Synopsis: A320 First Officer reported a fume event during preflight resulting in a maintenance delay.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: After acceptance an IFR clearance from ZZZ to ZZZ1; myself; as PIC (Pilot in Command); and a passenger; in the co-pilot seat; departed Runway XX (ZZZ). At 1;000 feet AGL; I checked in with Departure on the climb out. All was normal until we realized the cockpit door was not fully closed and secured. The latch on the top of the door appeared to have not fully engaged. At approximately 3;200 feet MSL; the door popped open and I decided to immediately return to ZZZ. I informed Departure of my intentions to return to ZZZ. Due to wind noise in the cockpit; I could only partially hear ATC's response. I entered a right downwind for Runway XX and informed the Tower of my location and intentions. The Tower cleared me to land and I proceeded to a normal landing on Runway XX. The taxi back to the FBO was normal. Within 30 minutes we were airborne on an amended IFR flight plan; with the door properly closed and secured.




Synopsis: Baron 58 Pilot reported failing to secure the crew door correctly and after takeoff; it opened requiring an Air Turn Back to re secure the door and depart again.
Date: 202201
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Safety Ananlyst
Human factors: Troubleshooting; Other / Unknown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Other Person
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: One coll. [package] is smelling of petrol and the package is damp due to spillage.No [Dangerous Goods] have been declared.[Company Name] Warehouse has insulated the package.The package was on [Airways Bill] XXXXX.




Synopsis: Air Carrier Safety Analyst reported undeclared Dangerous Goods had been shipped without required Hazmat documentation. Packaged was missing Hazmat label and improperly packaged for air shipment. Package smelled of petrol and package was damp due to spillage.
Date: 201809
Location: OCF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
ATC / advisory: Tower OCF
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While conducting a VFR local cross country practice flight as acting flight instructor with my client/student; I believe our PA-28-181 experienced wake turbulence from a departing C172. [We were] closed traffic 36 Ocala.  Upon our second touch-and-go we were in the upwind at 400 ft AGL; following a C172 that had departed prior and was 600 ft AGL feet turning right on a southeast departure. At this time the wake turbulence was experienced. My student was passing through 400 ft prior to our left crosswind turn; the aircraft banked 30-40 very quickly to the right then rolled left uncontrolled again; this time 20-30 degrees with a raising pitch attitude (not sure actual pitch degree). My student panicked on the first uncontrolled roll; let go of controls; and I took [over] as the aircraft rolled left. He claims he did nothing to controls and as I viewed the first roll it seemed he was not banking at all. I believe wake turbulence was the cause and due to the calm winds it perhaps lingered in the upwind; as we were following 30-40 seconds behind him. I feel silly as I never thought a 172 could affect our flight control authority. Operating out of ZZZ I deal with a large amount of wake turbulence awareness with the high density of turbojet traffic in and out of ZZZ; but never suspected a light single could do this.




Synopsis: PA-28 Instructor Pilot reported encountering wake turbulence from the preceding C172 in the pattern at OCF.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 8
Light: Daylight
Aircraft: Gulfstream G650
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
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: Tower was issuing departures off parallel runways 28L & 28R. Training single engine aircraft were departing Runway 28R with a right traffic pattern. We were cleared to takeoff with instructions to fly the runway heading from Runway 28L. A Piper single engine was cleared for takeoff just before us on the parallel runway. He drifted in front of us as we were lifting off. We had to deviate from runway heading to go around the Piper as we climbed above that aircraft.




Synopsis: G650 Captain reported an NMAC during takeoff with an aircraft drifting towards them from a parallel runway.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working the Local Control West position and the weather was IFR and rainy. A B757 had just landed on Runway 9 and was rolling out when the ASDE triggered and said to send the aircraft around. The runway was free of equipment and/or other aircraft and I did not send the aircraft around. In my judgment the aircraft was safer on the ground; the target that the detection equipment generated for the aircraft was behind the aircraft's position on the runway; which I feel is the contributing factor to the false go around.




Synopsis: Local Controller elected not to issue a go around after receiving an AMASS alert noting the target activating the alert was behind the aircraft in question and no other runway traffic was observed.
Date: 202010
Local time of day: 1201-1800
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cockpit Door
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
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute on Aircraft X from ZZZZ to ZZZ we were unable to open the flight deck door. The flight deck crew had requested a bathroom break. The Captain went out and returned normally. However; when the First Officer called to return to the flight deck; the Lead Flight Attendant was unable to open the door. The bottom latch was not unlatching; while the upper latch and mid latch were unlatching normally with the door handle. The flight attendant tried using a metal key to pry the latch open. The Captain tried the unlock switch on the center pedestal. Nothing worked. We communicated with the First Officer and told him the flight deck door was stuck locked. The only option left to us was to pull the pins on the emergency/blowout panel on the door. When this was accomplished the opening allowed the flight attendant to exit the flight deck and the First Officer to return to the flight deck. This was done discreetly but was likely witnessed by some passengers in first class. Once the First Officer was inside the flight deck; the panel was reinstalled and secured with the pins. The rest of the flight continued normally. However; both the Captain and First Officer had to exit the flight deck using the panel once the flight was completed (this was accomplished after all passengers had deplaned) as the flight deck door remain stuck closed and locked. A write up was made in the Maintenance Logbook and the aircraft was turned over to Maintenance. Nothing more to add.The flight crew handled the unusual situation professionally.




Synopsis: Pilot flying A320 aircraft reported Flight Deck door stuck in closed position inflight.
Date: 201310
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ALDAN1
ATC / advisory: Center ZDC
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: We were cleared to descend via the ALDAN RNAV STAR which the Captain confirmed to include speed and altitude restrictions with ATC. We briefed and reviewed the descent and speed profiles. This was the third time we had reviewed the specified approach. We agreed that a descent down to 10;000 FT should be established. With the altitudes at SBV (280 KTS; at or below 17;000 FT); FAVKO between 12;000 and 10;000 FT and ALDAN between 12;000 and 10;000 FT as per our commercially provided chart dated Jan 2013.While descending thru 11;000 FT ATC notified the crew that we incorrectly descended to 10;000 FT since it should have been to cross SBV at or above 17;000 FT not below like our charts stated. The Controller insisted that we were incorrect; but since there was no traffic incursions or deviations this was a reminder. After landing we consulted our charts; looked online for the NOS charts and reviewed any recent memos addressing this issue. We did not find any discrepancies with our charts or procedures.




Synopsis: ATC advised an air carrier flight crew assigned the ALDAN RNAV STAR to RDU that they had improperly crossed SBV below 17;000 FT; stating crossing was restricted to at or above 17;000. The reporter determined that both the government and commercially provided aero charts clearly restrict crossings at SBV to at or below 17;000 and at 280 KTS.