elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Number 1 Engine torque and RPM surged and fluctuated immediately after takeoff resulting in an engine shutdown and emergency landing. The aircraft had the same problem the previous day and we were the first flight afterwards. No test flight was performed after the fix before adding passengers. A test flight should be standard procedure after an emergency resulting from powerplant failures.


Second narrative: On departure and initial climbout Number 1 Engine was surging and making a weird noise. The prop RPM on Number 1 went past the red line and so we identified it as Number 1 Engine as failed. The left power lever was brought back to idle and the prop was feathered. We declared an emergency and returned back to the field. The airplane landed safely without any damage or any injuries.


Synopsis: DHC8 flight crew reports the number one engine surging with the propeller exceeding the red line during initial climbout. The engine is shut down and the flight returns to the departure airport. The same anomaly had occurred the day prior and was addressed by Maintenance unsuccessfully.
Date: 201810
Local time of day: 0601-1200
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: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At ZZZZZ localizer XX approach ZZZ; received climb RA. Traffic showed red square -300. Went -200 and then -100 during our climb RA. We had 20 knot tailwind on approach. Became too high on approach and went around just over 500 AGL. I deselected the autobrakes by accident during the after takeoff checklist. Vectored back around; shot LOC XX again. Discovered autobrakes off on landing.


Second narrative: We were cleared for and flying the LOC RWY XX into ZZZ. We were on course and on the VNAV PATH approaching ZZZZZ. Just prior to ZZZZZ and our altitude of 4000 ft; a TCAS target suddenly (popped up) appeared 100 ft below us. We received a 'traffic' call followed immediately by a 'climb' RA. A substantial climb was directed from the RA guidance. The target showed 0 feet deviation from our altitude and at our location. The RA maneuver was performed without delay. Traffic was never seen. ATC was advised of the TCAS RA climb. ATC said there was no radar traffic in our vicinity. Just as suddenly as the target appeared it then disappeared. Could this have been a device other than another aircraft?ATC asked if we could still do the approach and we answer with the affirmative. As we were configuring; ATC slowed us to 170 knots. This added difficulty to get on the profile. We were on path but still fast approaching 500 ft radar altitude and a 'go around' was executed immediately. A 20 kt tailwind for the majority of the approach; a 170 kt speed assignment; along with our prior RA maneuver prevented us from being stable at 500 ft call. We were on path and about 20 kts above target. Upon landing it was discovered that the FO (First Officer) had deselected our autobrakes after our go around. It did not cross my mind to run another descent checklist.


Synopsis: B737 flight crew reported responding to a false RA; resulting in an unstable approach; go around; and inadvertent deselect of autobrakes.
Date: 201401
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working R16/R86 and working a departure off MCO; Flight XXX; who was looking for FL360. In my traffic scan and looking to see where I could clear him on course; I noticed his departure code of a D was in the 3rd line (D represents MCO destination). This made me take a closer look at him and asked my D-Side to look into it. At this time the track for Flight XXX dropped off my scope. I restarted the track. After the track was restarted; it was stolen by Sector R48. I stole the track back. I asked my Flight XXX his destination since mine was showing a destination for MCO. He gave me his destination and I gave him a clearance on course. After talking to the Controller at R48; who was working another Flight XXX; he stated that the aircraft checked on his frequency with out a track. He called ZDC to ask who the aircraft was and why he was in his airspace without a handoff. The ZDC Controller stated that he was showing J16 with track control. Sector R48 told the ZDC Controller he was not J16 and queried him to why he switched the aircraft to him knowing he did not have RADAR contact. The ZDC Controller replied that you have an R16 somewhere don't you. The Controller at R48 started a new track on his Flight XXX and made him Flight XXXA. Both Flight XXX's had the same call sign; same CID; and same beacon code!! I am not sure why it happened; this should never happen. Air Carrier Dispatch and our system as a whole should have caught this and not allowed 2 aircraft with the same call signs in the air at the same time! I don't know what to recommend. I thought there were already fail safes to prevent this!




Synopsis: ZJX Controller described a very confused track/data block call sign event; noting his disbelief that this type of anomaly could not occur.
Date: 202106
Local time of day: 0601-1200
Location: AZO.Tower, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small UAS (At or above 0.55 lbs and less than 55 lbs)
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Cruise; Takeoff / Launch; Landing; Hovering (UAS)
Airspace: Class D ZZZ
Reporter organization: Commercial Operator (UAS)
Reporter function: Person Manipulating Controls (UAS); Remote PIC (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Did not check airspace prior to take off. Flew drone over dwelling for roof inspection without prior authorization from AZO. Management discovered airspace incursion during monthly flight reviews. I shall always include airspace checks prior to every flight.




Synopsis: UAS pilot flew in Class D airspace without authorization.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft is a kit built Europa XS with a single fuselage monowheel and outrigger wheels under each wing. The mainwheel and outriggers are retractable and controlled mechanically by an operating lever in the cockpit. The flaps are linked to the landing gear; they are fully down with the gear down and fully up with the gear up. The aircraft is a tailwheel plane (Vso = 42 kts; Vs1 = 50 kts). The pilot is the aircraft builder. Total time on the aircraft is 998 hours; all flown by the pilot. Pilot was only soul on board.Approximately 5 miles out; I advised on CTAF that I was entering left crosswind for left downwind for Runway XX. No other aircraft were in the pattern at that time. Advised turning onto left downwind for Runway XX on CTAF. At the Runway XX numbers approximately; I reduced power to descend for the approach. When I reduced power at that point; I normally manually lower the landing gear which is on a swing arm linkage. However; at this moment; I was nearly hit by a vulture which happened to be at that altitude. It was a very close miss and I had to take avoiding action. I believe that this distraction was the reason that I missed my normal action of lowering the gear. I then advised turning onto left base for Runway XX. Then advised turning onto final for Runway XX. There were 2 aircraft waiting for take-off as I approached. As I flared for landing; the aircraft landed heavily and I found that the gear had not been lowered; the aircraft suffered a corresponding prop strike and the engine stopped. Aircraft came to a stop on the runway. Other than the prop strike; there does not seem to be other significant damage since the stowed mainwheel on the Europa protrudes below the fuselage for approximately half its diameter (Somewhat similar to a DC3). There were no injuries and no leaks of fuel or oil. RECOMMENDATION: Aircraft should be fitted with an alarm such that when the airspeed falls below 65 knots; an audible alert is sounded to remind pilot to lower the landing gear.




Synopsis: Europa XS pilot reported a gear up landing as a result of being distracted by a near bird strike and the lack of a landing gear warning system.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were told to line up and wait on XX. I brought the aircraft to a stop; and for some strange reason; I reached over and shut down both engines instead of setting the parking brake. We told Tower that we had an 'issue' and would be in place for a minute or two and then we would have to taxi clear. We started the right engine and taxied clear of the runway so we could redo checklists and regroup. When the Tower later asked what our issue was; I think that we told the Tower that we had to look at a light (yeah; lots of lights). With the start levers being right next to the parking brake; I guess that once my hand was on the start levers; positioned right next to the parking brake; then muscle memory took over and moved them to off. I need to slow down and think about what I am doing before moving any switch or lever. This was definitely the healthiest dose of humility ever in my 30 plus years of flying.


Second narrative: We were not rushed or stressed. I believe this occurred from a muscle memory response. The Captain touched the levers and as he's used to doing at the gate; shut them off. If he had told me what he was going to do; I would have advised against it. For this reason; I think better communication may have helped. The only threat I can think of is that the Captain has only been in the seat for a year. Be more deliberate in action.


Synopsis: A B737-800 crew was cleared to line up and wait. While holding in position the Captain mistakenly shut down both engine while intending to set the parking brake.
Date: 201406
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cruising at FL360 we were cleared to FL310 while 10 NM north of GRB and requested to expedite. Subsequently cleared to FL280 while still in VNAV. MCP altitude window was reset to FL280 but button was not pushed. Aircraft leveled at FL310 while remaining in VNAV. Told by ATC to turn to 090 HDG and continue descent to FL280. Received TCAS traffic caution about this time from opposite direction aircraft at FL300. Next told by ATC to maintain FL310. We climbed from about FL307 to FL310. First Officer disconnected autopilot and started turn to 090 and climbed back up to FL310.




Synopsis: B777 First Officer reports being cleared to FL310 and initiating descent in VNAV. He is subsequently cleared to FL280 which is set in the MCP but the button is not pushed and the aircraft levels off at FL310. This is not immediately detected by ATC or the crew resulting in a conflict.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Citation X (C750)
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Gulfstream V / G500 / G550
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
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; Weather
Primary problem: Human Factors

Narrative: The weather at [the airport] was 1 SM visibility and 600 FT ceiling. Aircraft X was on a VOR A approach. I had an IFR release on Aircraft Y; as soon as Aircraft X checked in and said he had the airfield insight and I had him in sight I cleared Aircraft Y for take off and he conducted the SID as published; at this time Aircraft X stated he was executing the missed approach. Aircraft X executing the missed approach was unexpected and put him and Aircraft Y in unsafe proximity; less than 3 SM. This was unintentional and I was sure that Aircraft X was going to land because he reported the field in sight and I saw his landing lights. I will use a more conservative approach when working in IFR conditions such as 'One in One out' or not issuing a take off clearance until the inbound IFR aircraft has landed and is exiting the runway.




Synopsis: Tower Controller experienced a loss of separation event when clearing an IFR aircraft for take off during marginal weather when an arrival aircraft unexpectedly executed a missed approach.
Date: 202105
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Other / Unknown
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Visibility issues arose due to solar panel reflection approximately 1.5 miles South/Southeast of the airport [Newark].Reflection is in line of sight of both arrivals and departures on the Northeast flow.Have panel removed or turned away from Tower.




Synopsis: EWR Tower Controller reported solar glare approximately 1.4 miles S/SE of EWR Tower.
Date: 201807
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: After lengthy delay to allow for maintenance deferral; relief pilot asked gate agent if the electric wheelchair he saw in jetway was loaded. I had no knowledge of any wheelchair being boarded. She told him yes. I asked her for the wheelchair form and she said none was required since it's a dry cell. I said I think she's incorrect and consulted Flight Operations Manual. As we were looking it up she said 'no other Captains ask for it' with a somewhat condescending tone. We showed her the reference. She said you need to call for it as she wasn't going to. Said if she tags one incorrectly she'll get in trouble after I asked her to call for it. So we end up calling Ramp Operations for wheelchair form and ag forms and this Operations person said it's not required and she's not providing it since it's not a wet cell or DG (Dangerous Goods). I then got on radio and told her the form is required per our manual. She said it's not per her manual and condescendingly said she'd provide it but we were wrong. So form shows up and it's not done properly. We allow door to close and during pushback relief pilot says to me that agent closing door said purposely that 'she didn't attach it to battery' and that the ramper also crossed his name off since we don't use forms at ZZZ with dry cells. So in essence they gave me the Captain's copy of a form and disregarded the others and didn't properly fill it out. I'm not sure why the pushback and the attitude to do what's required per our airline manuals.




Synopsis: B767 Captain reported required documentation for hazardous material was challenged and incorrectly filled out by gate agent.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Sea; Flight Crew Rotorcraft; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After engine run-up checklist was complete and 3 green landing light indicators visually confirmed; I applied full power on Runway XX for a visual departure. The aircraft accelerated to about 60 kts IAS and I began applying back pressure to the elevator. Before getting to Vr; the nose gear suddenly collapsed and retracted; causing the nose of the aircraft to drop. The result was the prop striking the asphalt pavement. I immediately reduced power to idle and maintained the aircraft in a straight ahead path; allowing speed to bleed off. Ultimately the bottom cowling struck the pavement after I cut the mixture to full lean in attempt to stop the engine. I then veered the aircraft to the right in an attempt to clear the runway; but the aircraft came to a rapid stop as soon as it hit the grass. There were no injuries and no damage to the property of others. As of the time of this filing; the cause of the landing gear failure has not yet been determined.




Synopsis: PA-32R pilot reported the nose landing gear collapsed on takeoff roll.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Vectors in IFR conditions at 5;000 feet. Autopilot electric trim went full down. Could not disconnect on yoke switch also Manual switch on auto pilot would not disengage so I pulled circuit breaker but had lost 600 feet. I reset circuit breaker and everything worked as usual




Synopsis: Cessna 210 pilot reported the electric trim moved full down and could not be disconnected by using the yoke switch. Reporter stated they reset the circuit breaker and the trim then functioned normally.