elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 0601-1200
Location: EGLL.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: When we were turning into the parking space on hardstand; the ground personnel had the wrong lead in sign lit up; and that is the one we lined up with.  The Captain did a good job and was taxiing very slow cause it didn't look 100 percent; but the ground personnel just stood and watched us.  This led us to believe that we were parking where they wanted us to.  As we moved closer; a bus on the left side looked too close (but was behind the line) and that is when the Captain stopped the plane to wait for ground personnel to double check.  At that point they realized we were not on the line to the right where they actually wanted us.  A tug was brought over to push us back and line us up with the correct line and lead-in sign.  Even when we docked; the correct taxi-in guidance was never turned on.




Synopsis: Air carrier First Officer reported almost hitting a bus while parking at EGLL airport and cited communication issues with ground personnel as a contributing factor.
Date: 201603
Local time of day: 1201-1800
Location: SKBO.Airport, FO
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A SKBO
ATC / advisory: TRACON SKBO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The event occurred on the 280 degree radial/5 nm off the BOG VOR heading 100 degrees descending through 11;200 feet MSL. After being cleared for the planned/filed arrival (MQU1A) and passing the first point on the arrival (MQU VOR) approaching GIDRI (N0511.4 W07436.6); BOG Approach vectored us on a heading of 070 degrees. Approach then cleared us direct VULAM for the VULA2D arrival. After reaching VULAM and starting the turn towards DORSA; approach then vectored us to a 220 degree heading to intercept the 280 degree radial inbound to the BOG VOR; descend to 12;000 feet MSL. Approaching the 280 degree radial inbound; BOG approach then cleared us direct BOG VOR; cleared the ILS 13R; descend to 10;000 feet MSL. Approaching the BOG VOR on the 280 degree radial at 5 DME passing 11;200 feet heading 100 degrees; a 'Caution Terrain' aural warning was heard. The Pilot Flying (PF) immediately started a climb while the Pilot Monitoring informed ATC that we were in the climb for a terrain alert. Approach then said the minimum altitude in this sector is 12;000 feet. We leveled at 12;000 feet MSL; then approach re-cleared us for the approach. The PF intercepted the 134 course inbound and the glide path at 12;000 feet MSL and continued the approach and landing without further incident.Better situational awareness - ATC had vectored us off of two STARs and we were having difficulty understanding the controller which lowered our situational awareness significantly. Arranging for a definitive STAR well in advance followed by the approach and staying on the magenta line in accordance with the arrival and approach will enhance safety.


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


Synopsis: A flight crew reported poor ATC communications were a factor in receiving a GPWS terrain warning on approach into SKBO.
Date: 201404
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Workload; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: I was doing a visual approach to [Runway] 22L circle to [Runway] 29 in Newark. I was following a B757.  I was about 4 miles behind him after the B757 landed ATC cleared a heavy jet to take off on [Runway] 22L full length. ATC then cleared us to land on [Runway] 29. As we crossed the numbers around 40 FT or so we hit turbulence either from the B757 wake or the thrust from the heavy jet. My aircraft rolled left and right several times. I could not stop the roll in time; so I did a go-around. Newark was very busy at the time they took us back up to 5;000 we got vectored to back of line and landed in Newark about 20 minutes later we touchdown with 4;000 LBS of fuel blocked into gate with 3;600 LBS.




Synopsis: A B737 Captain executed a go-around at about 50 FT on short final to EWR Runway 29 followed loss of control due to either a heavy jet departing Runway 22L or a preceding B757's wake.
Date: 201906
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Aircraft

Narrative: While getting vectored for an ILS Runway 22L at Newark we under flew a large quad drone while level at 3000 feet. Our heading was 120 degrees. We were about 5 miles west of Teterboro VOR. We missed the drone by 100 feet or less. This drone looked like something law enforcement would use. It was black with silver struts. No evasive action was taken as there wasn't enough time and I saw we were going underneath it. The First Officer did not see the drone. Informed ATC of the incident. Gave more details to the ground controller at EWR. Person operating the drone without proper clearance and did not follow FAA rules for operating drones. Suggest better security and monitoring drone operations near airports as well as better training for drone operators.


Second narrative: Captain called out a drone right above us. I was heads down and never saw it. We were approximately 5 NM WNW of TEB airport; level at 3000 feet MSL; HDG 110; TEB was centered on the Nav Display at 5NM; speed was slowed to 180 knots with flaps 5 selected. Captain estimated the drone was approximately 50 to 100 feet above us. Reported it to ATC but they did not acknowledge. Reported about 2 min later when they cleared to intercept ILS and for the approach. Provided the details to Ground Control.


Synopsis: B767 flight crew reported encountering a UAV while on approach to EWR at 3000 feet.
Date: 202011
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 8 hours into our flight; my ears started to block. I swallowed to clear them; but it came back repeatedly. I spoke with 3 other flight attendants and they said they had the same symptoms. I called the cockpit and talked with the flight crew about the situation. They informed me that everything checked out all right. We were informed about a 'PAC' being 'out' during the Captain to crew; pre-flight briefing.  I questioned  flight crew if this had anything to do with our ears being blocked. Captain told me that the PAC that was out was like having a 'spare tire.' I questioned him because he informed the crew that the temperature in the cabin might be a problem. I asked him if the PAC situation had anything to do with air circulation or filtration; due to COVID transmittal. He said it was not going to affect the pressurization; air circulation or filtration. The ear blockage lasted for 15-20 minutes and didn't return the rest of the flight. Captain asked if we needed MedLink and we declined.




Synopsis: Flight Attendant reported having ear blockage problems during flight and questioned if it had to do with one Pack being 'out.'
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
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 Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL400; the crew felt an airframe vibration start suddenly and with no warning. The vibration origin was unknown at the time of onset but after further investigation with both crew members individually going into the cabin; we suspected the vibration was originating from rear of the aircraft. Thinking that it was an engine causing the vibration we pulled out the Engine Vibration Emergency checklist. After following the checklist the crew determined that changing power on the Number 2 engine affected the tone of the vibration but not the severity. Changing power on the Number 1 engine did not affect either the tone or severity of the vibration. The checklist calls for precautionary shutdown of the engine where the vibration is suspected. At this point we declared an emergency; requested a lower altitude; determined the best diversion airport; and requested a new clearance. After completing the Engine Securing Emergency checklist and Single-Engine Approach and Landing checklist; the remainder of the flight was non eventful. We landed and taxied in with no other problems.




Synopsis: A HS125-800A crew determined an airframe vibration was originating from the Number two engine so they declared an emergency; shut the engine down using the Engine Vibration Emergency Checklist and diverted to a nearby airport.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was cruising at 7;000 FT MSL in a Cessna C421 when the plane violently yawed to the right. I immediately applied full power; full propellers and full fuel to both engines. I banked 5 degrees into the good engine and applied left rudder as I was trained to do. I identified the engine with power loss as the right engine. The engine was only producing 24 inches of manifold pressure while the left engine was producing all 40 inches of manifold pressure. I then called Center ATC facility and [reported condition]. I checked my oil pressure and oil temperature gauges and they showed normal operation. I then tried to slightly decrease power on the right engine and then add full power back. 24 inches of manifold pressure was as much as the engine would produce. I had enough altitude and airspeed to safely navigate to the nearest airport. ATC did a great job pointing out a field approximately 6 miles from my location and they gave me vectors to land at ZZZ. Upon a smooth touchdown at ZZZ the right engine completely quit. I was able to taxi the aircraft to the ramp on one engine with no issue. I checked the fuel quantities once on the ground and found I had approximately 70 gallons still available. A mechanic close to the field came to look at the aircraft and he thinks it could be a bad throttle cable.

Callback: Reporter confirmed that the engine power loss was the result of a broken throttle cable.



Synopsis: C421 pilot reported a loss of engine power in cruise due to a failed throttle cable.
Date: 201812
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL340 and 260 KIAS nose gear unlock with associated CAS message displayed.  Simultaneously loud and recurring banging from nose gear attempting to lock at a 3 times per second frequency. Associated wind noise and pitch movement from nose doors partially opening along with an overspeed warning related to the 210 KT gear limitation.Slowed below 210 and descent initiated; QRH for 'GEAR DISAGREE N' CAS. We extended gear at FL180 without further issue. We diverted to ZZZ airport which was about 80 miles from us due to known good weather (we had been in ZZZ earlier in the day); substantial runways and emergency equipment availability.Initially my SIC and I wrongly thought there was an 18;000 gear operation limit; which apparently there is not. Hence the reason we waited until FL180 to extend gear. The 18;000 limitation only applies to the flaps unlike our previous aircraft.




Synopsis: Cessna 680A Captain reported a nose gear unlock message during climbout followed by a loud recurring banging noise from the nose gear attempting to lock.  The flight crew extended the gear at FL180 and diverted to the nearest suitable airport.
Date: 201705
Local time of day: 1201-1800
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: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: On arrival to at ZZZ; I was the Pilot Monitoring and the Flying Pilot was landing with a crosswind that continually shifted and the last 50 feet the descent was steeper than he anticipated. On touchdown he bounced the main gear and rather try to fix an unstable situation or risk a tail strike ordered a go around. We executed a go around and then landed normally on [the same runway] without further incident.




Synopsis: A B737 Captain reported that his First Officer flew an approach with shifting crosswinds and experienced a steeper descent from 50 feet AGL to the runway than anticipated. He bounced the main gear upon landing and performed a go-around.
Date: 202201
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related; Software and Automation
Primary problem: Ambiguous

Narrative: Very shortly after departing DEN on the EMMYS8 SID we received a GPS-L Invalid message followed by a GPS-R Invalid message. I also noted a transponder fail light illuminated. We advised ATC of our problem. ATC advised us they were not receiving our ADS-B info and many other aircraft were encountering similar GPS issues. About 40 miles east of DEN near EMMYS intersection; the aircraft reacquired a GPS signal. We advised dispatch and continued uneventfully to ZZZ with all systems normal for the duration of the flight.




Synopsis: Air Carrier Captain reported a GPS interruption while on departure climb from DEN. The Captain reported the interference to DEN ATC and was told several other aircraft were reporting GPS interference. A good GPS signal was acquired and the flight continued.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were on a late afternoon sightseeing flight when the engine sputtered and then suddenly quit. I pulled carb heat. [I] looked at the fuel gauge to verify that we had plenty of fuel. [I] tried to restart the plane to no avail. Contacted Tower and announced that I had an incident and was going to land on the highway. I scanned the highway for the best place to set it down and safely landed. The airplane was not damaged and no one was injured. We met the FAA two days later and they examined the aircraft. They acknowledged that the fuel gauge showed plenty of fuel on board but after further examination it had run out of fuel. The fuel gauge had failed and I had relied too much on it. I usually am careful to time out my fuel and scan the gauges. To prevent this from happening in the future I am replacing the gauge. Also; I'll always top off the aircraft before flying; visually check it and rely on my watch to accurately manage fuel use.




Synopsis: C150 pilot experiences engine failure on a sightseeing flight and lands safely on a highway. Post flight revealed that the fuel tanks were empty although the fuel gauges showed plenty of fuel.
Date: 201705
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: While descending through 16500 feet into PHX with the seat belt sign on when we encountered unreported moderate turbulence. When I called to have the Flight Attendants (FA) be seated I was informed by the 1st FA that the two FAs in the aft cabin where injured but did not require medical assistance. I then reported the turbulence to ABQ Center. ABQ Center said ours was their first report of turbulence. After arriving at the gate the First Officer and I spoke to the injured FAs. The 2nd FA stated she was knocked into the wall of the aft galley and her arm and ankle were sore. The 4th FA stated she managed to grab onto a handle of a cart before being knocked to the ground causing her shoulder to be sore from hanging onto the cart handle. Both FAs declined medical assistance saying they felt the injuries were minor. They both called there supervisor to report the incident.No warning from other aircraft or pilots. Pilots and Controllers need to report turbulence events.


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


Synopsis: A321 flight crew reported several flight attendants were injured when unreported moderate turbulence was encountered on descent into PHX.