elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 1201-1800
Location: TMB.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm; Windshear; Turbulence; 7
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B MIA; Class D TMB
ATC / advisory: TRACON MIA; Tower TMB
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: Departed TMB VFR on a 270 degree course. When about half a mile west on the field; tower notified me of serious weather conditions two miles west of the field. I was offered the option of a left 270 degree turn; altitude of 1;500 feet MSL which I accepted. This placed me on a 360 degree heading. When about two to three miles north of TMB; on a 360 degree heading; tower gave me a Miami frequency for 'traffic advisories' and frequency change was approved.I continued on a 360 degree heading which enabled me to avoid storm cells which were immediately to my left and right. Shortly after this radio communication; I found myself within the west approach corridor of MIA. I did not request clearance from Miami Approach for the following reasons: the tower (which on the Miami sectional appears to be in bravo airspace) had given me a vector and altitude; had not suggested that any further clearance was required. Adverse weather conditions surrounding me were severe and the only safe course was to continue north.




Synopsis: Pilot reports of being issued a heading and altitude by Tower Controller to avoid weather. Controller gave pilot a frequency to change to for 'Traffic Advisories.' Pilot did not call the new frequency because he thought he did not need to since the tower had issued a heading and altitude for weather avoidance.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: VFR
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the landing flare after a 1 hour 25 minute flight the top half of the cabin door opened. Continued roll out no other issues.




Synopsis: The Captain of a Cessna 402 reported that the top half of the cabin door opened.
Date: 201708
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Workload; Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: We had a bird strike at 6000 ft just to preface this event.  Was given a descent to 2000 ft and slow to 170 knots; then told to follow a company 737 for a visual approach to 4R.  Then a frequency change to tower frequency.  Before we could check in with tower; and as we were leveling at 2000 ft; we got a TRAFFIC; TRAFFIC. I looked at the TCAS and showed an aircraft at 500 ft below us and climbing (almost directly below our position slightly to the left on the 10 mile scale) then within a second we got a CLIMB; CLIMB and the red envelope had a very aggressive climb (not like the small climbs in the SIM for training); I clicked off the autopilot and auto throttles and pitched to climb outside of the red box.  I glanced at the TCAS as it showed the other aircraft at 300 feet.  After climbing to about 2800 feet we got a CLEAR OF CONFLICT.  The FO (First Officer) switched back to approach and told them we had just performed an RA maneuver for traffic.  ATC said something to the effect that; oh yeah; there's Aircraft Y there at 1800 ft but I am not talking to him; and said something about that being a tower thing.  We continued the visual approach to 4R and landed without further incident.




Synopsis: B757 pilot reported a TCAS RA on final with an aircraft that the tower knew about but did not issue as traffic.
Date: 201605
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We landed on RWY 22L at EWR and exited the runway on taxiway P2. Ground control cleared us to cross RWY 22R on taxiway C and make a right on taxiway A and then taxi to our gate. We planned on contacting Ramp control before entering the ramp somewhere around taxiway Uniform. Around taxiway RH; another [Company] plane began to pull onto taxiway Alpha and stopped short because we were taxiing by on taxiway Alpha.  At this point were monitoring ramp control on the number two radio. The frequency was busy and we were waiting for a moment to get a word in. The pilot of the other [Company] plane complained to the Ramp Controller that we were on Alpha. The Ramp Controller yelled at us and told us we were supposed to have contacted Ramp Control north of taxiway Kilo and if there is no response we are supposed to stop there and wait. We telephoned Ramp Control when we got to the gate and he told us the 'expanded ramp procedures' we're in effect and it was on the ATIS. We checked the ATIS again and it was not there.   I have looked at every conceivable chart about the EWR airport and nowhere do I see anything about there being a rule about contacting Ramp north of Kilo and if no one responds that we are supposed to stop there. As far as I know taxiway Alpha is under the jurisdiction of Ground Control and stopping on it would be wrong.  Also; I have no idea what 'expanded ramp procedures' means and again I have looked at every chart we have. If I missed it; I accept being in the wrong and will admit it to everyone involved.  Maybe I missed a memo; but this needs to be published on a chart somewhere.I forgot to mention; the Ramp Controller said this is an ongoing problem with [Company]. Well I guess so because this rule isn't published anywhere.  Also; I spoke to a EWR-based Captain and he said the rule about contacting Ramp north of Kilo is 'tribal knowledge' and isn't published. We are just supposed to know.


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


Synopsis: ERJ-175 flight crew reported they were reprimanded during taxi at EWR for not adhering to a procedure they could not find in any applicable publications.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 137
Flight plan: None
Mission: Agriculture
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: Hit power line during spraying operation. Overcast conditions caused the wire to be difficult to see with minimal contrast to the terrain. I didn't have enough time to avoid the wires when I saw them. I should have compensated with more situational awareness. Now knowing overcast conditions make wires more difficult to see; I should take more time to observe terrain and obstacles before beginning to spray the field. There are no injuries or damage to report with this minor incident. This incident may have been avoided with better situational awareness.




Synopsis: Agricultural aircraft pilot reported that the aircraft hit power lines during spraying operations.
Date: 202010
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Pax
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; MEL; Procedure; Manuals
Primary problem: MEL

Narrative: This is a SAFETY concern. In order to issue the B737 MEL 35-XXX for the Passenger Oxygen Complete System inop; Boeing MEL 'M' procedure; step 'e' requires portable oxygen units to be provided for at least 10% of the passengers. Our 737 NG aircraft is configured for 160 passengers. If we multiply this number by 0.10%; [it] is equal to 16 portable oxygen units that are required to be in compliances with the MEL instructions. During the last MEL Rev 60-XX; a note was added to the 'M' procedure for clarification. This note reads the following. 'The B737 NG is equipped with sufficient portable oxygen CAPACITY to provide for 10% of the passengers; provided that no more than one bottle is inoperative or missing.' The information provided on this note contradicts the 'M' procedure and requirements to issue this placard. The 737 NG is not equipped with sufficient portable oxygen units for 10% of the passengers in accordance with our emergency equipment configuration. There are only 6 portable oxygen units available in the cabin for the passengers. The amount of oxygen available for the passengers should not be measured based on the CAPACITY of oxygen available in the aircraft; but the AMOUNT of units available to assist multiple; different passengers in the event of an emergency.This MEL is a SAFETY hazard for our passenger and flight crew; and should be corrected as soon as possible due to compliances.




Synopsis: Technician reported disagreement between various MEL requirements for aircraft with an inoperative passenger oxygen system.
Date: 201303
Local time of day: 1201-1800
Location: EYW.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Boarding for Passengers in EYW has some potential hazards.Passengers leave the terminal and pass the regional aircraft on the way to our aircraft. The first boarding group has an escort. However; the following groups are left to wander across the ramp [unescorted]. On several occasions; I witnessed the regionals ready to taxi out across the ramp while our passengers were still trickling out from the terminal to our plane with a dazed look on their face.These passengers are NOT used to spinning props they are invisible to them. I see a serious accident waiting to happen on the ramp. We need better supervision on the ramp.




Synopsis: A commercial pilot reported passenger control on the ramp during boarding at EYW needs increased supervision. Passengers are frequently unescorted while transitioning aircraft movement areas.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I was on the right seat of Aircraft X when we trying to do a Dry Motor using procedure XX-XX-XX-XXX-XXX-4-A after dry motor a tail exhaust fire.


Second narrative: I was assigned to dry motor engine #1 on Aircraft X. I was in the left seat. After dry motoring the engine; a fire occurred in the exhaust nozzle.


Synopsis: Technicians reported a tailpipe fire during a dry motor procedure following maintenance.
Date: 201708
Local time of day: 1801-2400
Location: MCO.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MCO
ATC / advisory: Tower MCO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: While conducting the ILS 35R approach into MCO; deteriorating weather conditions mandated a missed approach. The missed approach was executed without incident. There were storm cells around MCO but the field was VFR and normal operations/landings were being conducted to 35R (9001 ft). Wind was approximately 45 degrees off the nose 15 gusting to 25 (approximately). Left to right crosswind. As we joined the localizer the aircraft landing reported the first 1000 ft of runway was wet. We were cleared to land; #2. The aircraft immediately ahead of us landed and reported that the first 4000 ft of the runway was now wet; but no other issues. There was a storm cell approaching the field. Approaching the final approach fix we could still see the runway (approximately 6 DME). Fully configured; checklist complete; stable at 1000 AGL; stable at 500. Visibility rapidly started to deteriorate after the 500 ft stable call. Heavy rain. No longer VFR; but all approach lights and runway lights were visible. At approximately 200 ft a very strong and sudden gust of wind left to right pushed us well right of centerline. The Captain (pilot flying) called for and initiated a go-around. Aircrew initiated the go-around without incident. Multiple aircraft on the localizer behind us immediately broke off their approaches as well.I believe the gust of wind that drove us off centerline was microburst type event. It had no headwind component to it; only crosswind; and it was very sudden. To avoid a recurrence; the only suggestion would to be to recognize the threat of weather earlier and discontinue (or never start) the approach sooner.




Synopsis: B737 Captain reported executing a go-around at MCO after encountering a 'microburst type event' on short final.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Duchess 76
Mission: Training
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We did intentional engine shut down at 5500 ft and restarted with using approved checklist. After turning the alternator switches on I saw smoke coming off from radio compartment and we lost radio communication after that with center. We had to squawk 7600 and shut down the alternator switches for avoiding the fire hazard on the cabin. We circled around [the] airport and landed safely.




Synopsis: BE76 Instructor reports shutting down an engine in flight for training; then restarting it. When the alternator switches are turned on; smoke is seen coming from the radio compartment. The switches are turned back off and the training flight returns to the departure airport.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class D ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was instructing my student; we were practicing landing the traffic pattern. In the runup it told my student to not forget to change the fuel tanks every 30 minutes. We have done 4th takeoff we were departing doing a normal climbout; the flaps were up and the gears were up and the engine started to sputter. The altitude was approximately 500 feet. I took the controls of the plane; and the number one priority was to fly the plane and look for a place to land as the engine quit and because of the low altitude I had to land at the marsh. I made sure after we landed that my student was ok and we made sure the fuel was off and all electrical was off and we waited on the wing for help to come.


Second narrative: Me and my instructor we were doing traffic pattern/touch and go. During one of the take-offs. At 500 ft; the engine failed. As soon as the engine failed; we had to turn back to attempted to land. Right after; I passed the controls to my instructor and he tried to fly the plane as much as he could. Next thing I can remember is crashing. Everything happened very quick. Once we crashed; I was instructed to turn the fuel OFF and we got out of the plane and waited on the wings of the plane until the rescue came.


Synopsis: PA28 pilots reported that after takeoff the engine shut down and they landed in a marsh.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operating under: Part 91
Flight plan: VFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X called me as a pop up going VFR. I issued squawk code and within a few sweeps he was inside of Class B airspace. I called ZZZ for the point out. Pilot became disoriented due to low clouds and was getting closer to the Runway XX final at ZZZ. I was able to guide him out of the Class Bravo airspace. At one point the pilot got down to Mode C readout of 200 FT and I issued a low altitude alert fearing that he was just continuing down until the clouds were gone. I got the latest ASOS reading for [nearby airport] and told the pilot that area had better weather at 1;100 FT ceilings. The pilot stated he was in the clouds but could see through the top. I gave him a safe heading range for the climb because he asked for a vector. I asked if he could see the bridge to the right and he said yes I said to follow the bridge then pilot said he wanted to get on top of the clouds and I suggested; based on my knowledge of the area weather patterns to head down the bay toward [the southeast] but the pilot continued NE bound and said he could see the tops. Once on top I had the pilot resume own navigation. I believe that I forgot to say the pilot was RADAR identified; although I observed him squawk the code I assigned and pilot's initial position report was correlated. I do not recall if he gave me the altitude. I was more concerned with getting him away from the ZZZ arrival and safely though the weather he was encountering. I could have told the pilot on initial contact what the latest PIREP for cloud base and tops were at ZZZ1. I wasn't sure if he was on top or below or in the clear when he called.




Synopsis: Tower Controller described a possible airspace infraction during an attempt to assist a pilot encountering weather challenges.