elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received in flight engine failure report. I was about to query crew with regards to it and concluded not to as they were under 15k ft with their tag changing back to [departure airport]. Upon receiving the engine failure message; I informed the [appropriate managers]. Due to the low alt; I asked the ATC coordinator to call ATC and inquire about an emergency being declared.  None was declared. [About ten minutes later] crew sent ACARS 'rtb eng fail.' Due to them being under 10k ft; I acknowledged the message and asked them to give me a call upon block in. After landing; I overheard on the radio that the crew thought they had 'compressor stalls and thought they were throwing some blades.' Crew did not declare an emergency; but [airport] fire department sent trucks anyway. Awaiting call from crew for further details.[About an hour later] Captain called with details. Climbing through FL260 the airplane began to vibrate. Completed compressor stall QRH as number 3 engine ceased vibrating when throttle at idle. Engine was not shut down until landed. Confirmed that emergency was not declared by crew even though trucks were rolled by airport ops. Crew had dumped 6k of fuel.




Synopsis: Air carrier Dispatcher reported an aircraft he was monitoring experienced an engine problem and returned to the departure airport.
Date: 202107
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Flight conditions: IMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While cruising at FL370; approximately 40 miles south of SAV; we experienced a severe updraft; causing the aircraft to rapidly climb to approximately 37;300 ft and then rapidly descend to approximately 36;500 ft. There was no weather displayed on our weather radar in our area of flight. The fluctuations lasted for about one minute. The rest of the flight continued as normal.


Second narrative: In cruise at FL370; encountered clear air turbulence. No radar echoes; must have been convective activity building below our altitude. Updraft produced rain from below; lifted aircraft 300 ft above our cruise altitude. First Officer applied upset recovery controls which required descent 600 ft below our cruise altitude. Reported the event to Jacksonville Center. No other traffic in the area; no evasive action required. Flight continued normally without further incident.


Synopsis: Flight crew reported encountering severe updrafts and downdrafts resulting in deviations from their assigned altitude. The flight crew recovered from the upset condition and continued the flight without issue.
Date: 201201
Local time of day: 1801-2400
Location: CRQ.Airport, CA
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight phase: Descent
Airspace: Class D CRQ
ATC / advisory: Tower CRQ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This is actually two related incidents. There was an unsafe situation created by a chronic problem. According to the LOA between SOCAL and multiple area Towers; appendix 4; section 3 Arrivals; (a) 2; TRACON Shall transfer communications to Tower no earlier than twelve (12) flying miles; but not less than seven (7) flying miles from the airport; unless otherwise coordinated. There has been a problem with Approach Control not switching aircraft outside of 7 miles. Most of the time; we do not receive communication from the aircraft until they are; at best; 5 miles from the airport. There have been multiple instances of aircraft not being switched to the Tower until it was too late for them to avoid an airspace violation. There are many instances where an aircraft has been switched to the Tower after already being in the airspace. This has been going on for a long time. There has been communication between the facilities; and after the managers have talked to each other; it gets better for a time; but always goes back to this issue. If the controllers at the TRACON would consistently transfer communication of aircraft in a timely manner; conflicts would be avoided. At this facility; we don't expect to hear from aircraft until 5 miles or less; despite what the LOA says. If we are unable to get a hold of aircraft inside of 5 miles from the airport; we call and ask the TRACON Controller to attempt to switch the aircraft again. I recommend Controllers at SOCAL TRACON follow the LOA; and switch aircraft OUTSIDE of 7 flying miles from the airport; not from the runway. Either that or we delete the word 'flying' from the paragraph. There's no reason to have aircraft we're supposed to control that close to our airspace and not have communication with them.




Synopsis: CRQ Controller voiced concern regarding the on-going failure of SCT Controller's to comply with LOA requirements with reference to the transfer of communications of VFR inbound aircraft to the Tower frequency.
Date: 201207
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Dusk
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction; Confusion; Communication Breakdown; Fatigue
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On landing rollout after positive change of control of aircraft to the Captain was accomplished; he made a left turn toward a high speed taxiway at which time ATC again instructed us to roll to the end of runway and exit to the right. This event took place so fast my communication; and ATC's occurred at nearly the same time. Upon hearing me and the instructions again from ATC the Captain applied heavy braking and abruptly turned the aircraft back toward the runway barely missing the taxi lights grass and runway lights while the aircrafts speed for a turn like that was excessive; AKA above 20 KTS. We then rolled to the end of the runway and made the right turn off the runway cleared the runway taxied to parking stand without further incident. After discussing the event with fellow crew members all of us were very tired due to the long duty day that started with a 4 hour stop on the east coast and then the flight to Europe. I think events like this could be avoided if a crew ferried the aircraft to the loading point and a fresh crew took the aircraft from there.


Second narrative: There was no damage or call from Tower. The near 18 hour day with a 4 hour sit was the problem.


Synopsis: A fatigued B747 Captain was exiting at a high speed taxiway when ATC directed that they roll to the runway's end. The Captain abruptly returned to the Runway while braking heavily; narrowly missing runway and taxiway lights.
Date: 202011
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy
Primary problem: Company Policy

Narrative: During bus transportation; from the employee parking lot to airport. Social distancing is not being addressed or enforced. Employees are not 6 feet apart and the bus is completely full [to] the point where employees are holding onto the railings. Due to the current spike of COVID-19 in ZZZ; we need to enforce social distancing in the bus area and parking lot.




Synopsis: Maintenance employee reported that employee buses are full and social distancing on them is not being properly addressed.
Date: 202006
Local time of day: 0601-1200
Location: BDN.Airport, OR
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF BDN
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While training with a student in the traffic pattern; we found ourselves on base inside a Aircraft Y's final. Aircraft Y had made an 8 mile out call; and I was unable to spot them visually (or on ADS-B) until we were on base. My student made his position call on base; and at that point they made a two mile call as we were on final. We flew to the numbers for a touch and go to clear the way. As we were lifting off; they made a call that they were going around. At that point my student continued the take off. Upon reflection; I should have taken control; aborted our takeoff; and put us back on the ground but I was hesitant to at the time. I view this as a learning opportunity. This was one of my first experiences instructing and will be a valuable lesson in the future. After we were airborne again; they offset to the left and we offset to the right of runway center to avoid each other.Additionally I would like to note that these incidents are not uncommon at BDN. With the volume of traffic both training and GA that this un-towered airport sees it should really have a Tower.




Synopsis: Instructor pilot reported a NMAC while conducting touch and goes with a student at an uncontrolled airport.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared for the visual to XXR; we turned base to final at around 1;000 ft. right over a [special event]. No TFR was active. While we operate in and out of airports in populated areas all the time; better situational awareness would have prevented this unnecessary risk of overflying a crowd. The FAA had issued a Letter to Airmen highlighting the effect on the [special event]; focusing on increased traffic; delays; etc. We had briefed the letter and focused on the highlighted increase in traffic; however; a more thorough assessment would have revealed the proximity of the event in relation to the airport/traffic pattern; risk of drones overflying the event; and risk of helicopters around the event. In the future; a more in depth assessment will occur when we are operating near these types of events.




Synopsis: A Corporate Pilot reported flying over an event that likely had helicopters and UAS operating in the area.
Date: 202103
Local time of day: 1201-1800
Location: NCT.TRACON, CA
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: Climb
Airspace: Class B SFO
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Airport; Aircraft
Primary problem: Aircraft

Narrative: On climb out at SFO; on initial contact with departure control ATC advised us that the preceding aircraft reported a drone near OAK at approximately 4;000 ft. After flap retraction I deemed it prudent to maintain a best rate of climb till out of 4;000 ft. At around 3;600 ft. the FO (First Officer) verbalized he had visual contact with the drone pointing to the 11 o'clock position. Shortly after; I then established visual contact. The drone passed just to our left and under us. I would estimate we came to approximately 500 ft. of it. ATC was notified and flight proceeded to destination without further incident.I'm assuming the drone was not being operated under any legal clearance. Furthermore the drone had no transponder making our TCAS useless in this case. I am pleased with my decision to maintain a good rate of climb until clear of drone.Unfortunately drone sightings around busy airports are becoming more rampant. And like bird strikes; very little is known exactly what type of damage can occur to a jet airliner if a collision occurs. It is my hope that the FAA and law enforcement will do whatever is necessary to protect the airspace that is crucial for safety of flight.




Synopsis: Air carrier flight crew reported a NMAC with a drone.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL600
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; aircraft failed to pressurize. Leveled off. Ran appropriate checklist from QRH. Unable to manually control pressurization. Returned to field.




Synopsis: Challenger CL600 First Officer reported unable to pressurize cabin and diverted to a precautionary landing.
Date: 201707
Local time of day: 0601-1200
Location: ORD.Airport, IL
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
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; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport
Primary problem: Airport

Narrative: After landing on Runway 9L ORD and taxiing to gate. Taxi instruction given to hold short of approach path of Runway 9R while taxing south on Taxiway Tango. We taxied beyond that point under the approach path of Runway 9R. We notified ground immediately and were given clearance to continue taxing south on Tango. No conflicts were created and the controller didn't seemed concerned.We don't believe there was any hold short markings in place for taxiing underneath the approach path of 9R while south on Tango. We were looking for signage while south on Tango for reverse high speed Taxiway T2. Don't believe it's marked for that direction of taxi.Improve signage and markings; lesson learned to slow down and use more caution.




Synopsis: A321 Captain reported they received instructions to hold short of the Runway 9R approach path while taxiing on Taxiway Tango. They couldn't locate the hold short lines or any signage indicating where to stop.
Date: 201502
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 135
Flight phase: Parked
Aircraft component: Fuel Tank
Reporter organization: Fractional
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Maintenance Inspection Authority
Human factors: Communication Breakdown; Distraction; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Equipment / Tooling; Aircraft; Procedure
Primary problem: Equipment / Tooling

Narrative: A Cessna CE-560XL aircraft was in for A-Check inspection and fuel tanks were drained and opened for Non-Destructive Testing (NDT) inspection. Fuel tank ventilation system installed to vent tanks to outside.  However; the hoses used; stretched from bay #3 to west garage door. Hoses become trip hazard and also do not seal properly; venting fumes into work area. Hoses appear to need maintenance due to deterioration.  Attempted to use the Sirius multi gas detector to see what level Jet A fumes were at; but was unable to calibrate unit due to calibration gasses being empty.  I have been in this area of the Hangar since XA:30pm and I am experiencing Nausea and Headaches. I recommend to install overhead vent system so that vent lines are not on floor and fumes vent out; or install an inline blower into the system now in use to provide positive airflow to push the fumes out of the hangar.  Venting open fuel tanks for NDT. Excess fumes from fuel tank venting system.




Synopsis: An Aircraft Maintenance Technician (AMT) describes his work environment where deteriorated fuel tank ventilation hoses were not only a trip hazard on the hangar floor but the hose seals were venting fumes from the fuel tanks of a Cessna CE-560XL aircraft into the work area. Technician experienced nausea and headaches.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Experienced manifold pressure fluctuation at FL210 in cruise flight.  After several minutes; manifold pressure was steadily decreasing. [I] called Center to report a problem with no answer on last assigned frequency.  After several more attempts; as well as an attempt to contact them on 121.5 MHZ; all with no response; the manifold pressure was approaching a level where cabin pressurization could not be maintained.  Pilot in Command executed a descent from FL210 for lower altitude; while attempting to troubleshoot the problem and find the correct frequency for Center due to a missed handoff. After locating the correct Center frequency; and making contact with the Controller; I advised them of my altitude and reason for immediate descent from FL210.  I asked the Controller for an immediate descent to a lower altitude; while I troubleshot the manifold pressure problem.  They issued me a new clearance to FL160.  I also advised them that I was not handed off to the next Controller correctly; and the altitude deviation from FL210 was necessary to avoid a possible cabin pressurization emergency.  Manifold pressure was restored at the lower altitude and the flight was continued to the destination.Note: I was monitoring 121.5 MHZ during the entire flight; and did not hear any attempt from Center to contact me.




Synopsis: PA-46 pilot reports fluctuating manifold pressure at FL210 and the inability to contact ATC.  A descent is initiated before communications can be established due to the possibility of losing cabin pressurization.  At 16;000 feet MAP is normal and flight continues to destination.