elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class G ZJX
ATC / advisory: Center ZJX
Second aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was told to maintain visual separation from Aircraft Y.  Aircraft Y was told that Aircraft X would be maintaining visual separation as he descended through his altitude.  Aircraft Y later advised me that he was responding to a RA.  I advised Aircraft Y that; that was Aircraft X that was maintaining visual separation.  Once the aircraft passed each other; Aircraft Y questioned what happened and I asked Aircraft X if he heard Aircraft Y to which Aircraft X responded yes and stated that he was maintaining visual as he went around Aircraft Y. I reported the RA to my supervisor.  When I came into work; my supervisor; advised me that the event was now being processed as a near mid-air based on what Aircraft Y stated in a phone interview and proximity criteria.   I would not use visual separation.

Callback: Attempted a call back but the number given is a fax machine.



Synopsis: ZJX Controller reports of a situation where one was maintaining visual separation from the other. The one not maintaining visual; responds to an RA and later calls the facility and declares an NMAC.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-200 Seneca I
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Troubleshooting; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed Runway XXR for a right downwind VFR ZZZ departure. I was told to do ZZZ departure; 1600 VFR and contact approach. Upon contacting approach [Co-Pilot]; I leveled off at 1600 feet then started the Cruise Checklist. Turned left fuel pump off; then once the right fuel pump was turned off we felt right yaw. When I put the fuel pump back on for the right engine; there was no change in fuel flow or RPM. Then I verified with right throttle back; no change in performance or RPM in right engine. I decided to secure the engine and did the feathering procedures; I asked [Co-Pilot] to verify with the emergency checklist and returned back for a landing. As I was securing the engine; [Co-Pilot] told Approach that there was a loss of power in the right engine and want to turn back to ZZZ for a landing. Approach asked if [we wanted to request priority handling]; [Co-Pilot] asked me to verify if I wanted to [Request Priority Handling]; and I said yes. [Co-Pilot Requested Priority Handling] with Approach; and squawked 7700. Approached told us to turn right back to the airport; and contact ZZZ Tower. Switched to Tower frequency; and again [Co-Pilot] said 'Mayday Mayday Mayday;' and Tower said cleared to land Runway XXR. Landed safely and smoothly. Taxied back to parking and tied down aircraft.




Synopsis: Piper PA-34 Seneca pilot reported a loss of power on the right engine due to a suspected fuel system anomaly.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: DATE; XX00 left ZZZ with 1 passenger en route to ZZZ1. Climbed to 6;500 ft. Reduced power and leaned mixture. At about XA00 engine started to run rough. Diverted to ZZZ2. Advised ATC. Went through emergency checklist. Increased throttle and mixture. Added carb heat. About 5 minutes later; RPM dropped to idle (1000). Advised ATC. ATC confirmed that ZZZ2 was nearest. About 2 minutes later power returned. Continued on to ZZZ2 and called ATC as instructed. Tied down plane at ZZZ2.DATE1; returned to ZZZ2 by car. Drained fuel from each sump for longer than normal period of time. Started up with no issues. Did a runup for an extended period of time. At around XH:00; departed ZZZ2. Out of caution; climbed circling the field before departing the area. In order to maximize opportunity to divert if necessary; flew a return route towards ZZZ3 before turning towards ZZZ. Experienced no issues.




Synopsis: Pilot reported engine power loss and elected to divert to a safe precautionary landing.
Date: 201512
Local time of day: 1201-1800
Location: UAO.Tower, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D UAO
ATC / advisory: Tower UAO
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Ambiguous

Narrative: During a VFR personal flight I entered into the KUAO class D airspace inadvertently without contacting the tower. The tower at KUAO is newly built and I did not realize it was operational. Prior to entering into the airspace I had consulted a current sectional chart to gather the frequency for the KUAO airport and saw the CTAF of 122.7 in the block of information and the airport symbol shown in magenta. I took this to indicate that the tower was still not operational (other tower controlled airports show the airport in blue and list the CT frequency in the information block).The tower controller contacted me on the CTAF and instructed me to switch to the CT frequency (120.35). I did so immediately and was cleared into the class D airspace. The tower controller took the opportunity to inform me about the new tower and handled the situation very gracefully. There was no other traffic operating at KUAO at the time.




Synopsis: The pilot of a small aircraft entered controlled airspace around an airport with a tower that had only recently become operational.
Date: 201211
Local time of day: 1801-2400
Location: C90.TRACON, IL
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON C90
Second aircraft: Citation V/Ultra/Encore (C560)
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I am told to think slinky for this event. I climbed Air Carrier X off the ground to 15;000 FT. The Citation checked in climbing to 4;000 FT off of executive airport 3 miles behind and more that 1;000 FT below. Once I observed Air Carrier X leaving 6;000 FT I turned him eastbound. I climbed the Citation to 15;000 FT and left him on a 040 heading. He climbed through the wake of where Air Carrier X used to be. REALLY! Don't climb behind wake turbulence aircraft.




Synopsis: C90 Controller described an alleged wake turbulence separation event when climbing one aircraft through a point in space that had recently been occupied by a 'heavy' jet.
Date: 201510
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I came back to the flight deck from my rest period; the captain informed me that dispatch had called to tell us of a possible cargo loading error. He said he asked the load planers to run the performance calculations for either situation. They reported to him that either way; we were within limits. We continued on to ZZZZ; where we landed without incident. We were never told if the aircraft was actually loaded incorrectly or not.




Synopsis: B777 First Officer; upon returning from his break; was informed by the Captain that Dispatch had called to tell them of a possible cargo loading error. The aircraft was within limits in either of the loading scenarios and the crew landed without difficulty.
Date: 201406
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Captain; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Sea
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Gear up landing; system actuated but inoperative. Touchdown was approx 500 feet from runway threshold; 90 KTS; 20 deg flaps (normal landing config). Aircraft skidded 300 feet straight down runway; coming to stop on left edge of pavement just before reaching grass. No injuries or property damage. Airport staff used jacks to lift aircraft onto small dollies and roll it off of runway; to reopen runway for any traffic.




Synopsis: A C210-T landed gear up when the gear failed to extend. No injuries resulted.
Date: 201810
Local time of day: 0601-1200
Location: SEA.Airport, WA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: I was Captain and the PM (Pilot Monitoring) on this leg. SEA was a mess due to a closed runway and taxiways. We paid particular attention to the taxi out and it went perfect. We took off 34C flying the SUMMA1 Departure. Passing Summa Seattle Center cleared us to direct to KOTAA. I typed in KOTTA and went to 'PLAN' mode and had FO (First Officer) (PF [Pilot Flying]) 'verify'; which he did. I executed it and selected LNAV. We were basically heading straight to KOTTA. ATC queried us as to our heading and then cleared us to our filed route. We proceeded [to the route] and completed the flight.Event occurred because I typed in the incorrect fix and we both believed it was correct. The two fixes are KOTAA (correct fix for us) and KOTTA (incorrect fix for us but close enough to be confusing). I should have had the IFR page up with our route and all waypoints selected and cross referenced it. Additionally; the flight plan could/should have been cross referenced. We did speak up and ask for confirmation; at which time ATC just cleared us to a new fix.I will be more diligent in the future.


Second narrative: We were flying the SUMMA1 departure we were cleared to SUMMA; then cleared to KOTAA. The PM (Pilot Monitoring) typed it in; we verified it on the plan mode. It did not look right; started to fly toward the fix which was ahead of us. Then ATC said we looked right of course and then cleared us to [back to our route]. When we looked further into it we typed KOTTA. Instead of KOTAA. Both fixes are near each other. Incorrect fix typed very close spelling. Needed to slow down and verify. [Remember to] double check the spelling of any fix we are cleared to. Be more heads up in the future.


Synopsis: B737 flight crew reported a heading deviation due to similar fix names.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending through 4;000 ft. the Captain and I smelled a 'dirty socks' smell in the flight deck; but there was also a slight chemical smell to it. I began to feel a tingling sensation in my hands and so I donned my oxygen mask. I was leveling at 3;000 ft. and turning base to final to land on the ILS for XXL. While on oxygen; I felt fit to continue to flying the aircraft and landed normally. I stayed on oxygen until engine shutdown at the Gate. The smell continued on the taxi and lingered after engine shutdown. The Flight Attendants could not smell the odor in the cabin. After I left the aircraft; while walking up the jet bridge my hands; feet; and lips continued to feel tingly and I had a light headed sensation. I elected to go to the ER where my bloodwork confirmed my carbon monoxide levels were slightly elevated. I believe that the fume problem was caused by engine oil contaminants in the bleed air system. However; maintenance could not duplicate the issue and the airplane was returned to service. This type of fume incident is not uncommon throughout the industry and needs to be reported on FAA Service Difficulty Reports to ensure that the industry and manufactures improve the filtration systems on aircraft; install carbon monoxide or other sensors to detect air quality issues; and to develop standardized protocols for physicians to follow when crew members encounter fume events. The health of crew members and the safety of flight is impacted by these fume events and it needs to be corrected.




Synopsis: A321 First Officer reported a fume event during approach which he characterized as 'dirty socks'. Fumes persisted until gate arrival.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other college university
Operating under: Other 141
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Other College University
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were established on final approach at 1;500 feet. We made a radio call stating that we were 3.6 NM to the north inbound on a straight in approach. The student performed the before landing checklist 3 NM from the runway. The student added 10 degrees of flaps; reduced power from 2500 RPM to 1500 RPM and started our descent. I noticed at roughly 1.6 NM from the runway that we were too high and needed to increase flaps from 20 to 30 degrees. We continued our descent [and] at 500 feet I noticed that we were too low and I asked the student to add power. She stated that she added full throttle; I reached over and verified full throttle to be sure because there was no change in power. I looked at the tachometer and saw that the power was at 1000 RPM. I took the controls from the student realizing that we had an engine failure. I brought the plane into ground effect and could not make it to the runway. I landed the aircraft between 30 and 50 feet from the end of the runway and bounced over the Runway End Identifier Lights onto the runway. We then coasted to a full stop 100 feet short of the 1;000 foot markings. I secured the aircraft and called for help removing the aircraft from the runway.




Synopsis: Cessna 172 instructor pilot reported engine failure on final approach. A safe landing was made just short of the runway.
Date: 201702
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight; taxi; and takeoff roll occurred without incident. Shortly after rotation; the Captain asked me to check my yoke trim as his had quit working. My yoke trim switch was also not working. It also appeared that the autopilot trim was not working. We verified that the trim cutout switches were in the proper position. We leveled at 5000 feet; manually trimmed the aircraft; and informed Departure that we would need a few minutes of vectoring to address an issue. After referring to the QRH; we contacted operations to confer with maintenance to see if a cycling of the Stabilizer Trim circuit breaker would be appropriate in this emergency circumstance. Departure referred us to [maintenance] so we sent an ACARs message asking the same question. We also utilized the Call Me function of the ACARs to speak with dispatch and [maintenance]. After 5 or so minutes dispatch responded with a frequency (131.17 I believe) and we attempted to contact dispatch and [maintenance] verbally. We could hear dispatch but apparently they could not hear us; so we called operations and were informed that they had dispatch on the phone and then we relayed communications back and forth from that point in that manner. We asked again about the possibility of a circuit breaker cycling. We located the breaker in question and after verifying that it was the correct breaker and getting authorization to cycle it; we cycled the breaker and the electric stabilizer trim function recovered. By this point we didn't have enough fuel to continue to [our destination] so we completed the appropriate approach checklists; had dispatch change the destination back to [the origin airport] and returned for a normal landing. We submitted a write up using the Electronic Log Book; maintenance ran an operations check which showed no issues and a new Maintenance Release Document (MRD) was issued. The aircraft was redispatched; refueled and we continued on with no further incidents.


Second narrative: No overweight landing was accomplished.


Synopsis: Boeing 737 flight crew reported their electric elevator trim system failed after takeoff. They ran the checklist and returned to land at departure airport using the manual trim instead.