elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1201-1800
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Holding short of runway 30L at taxiway B; my takeoff clearance was 'back taxi to taxiway Alpha for wake separation; cleared for takeoff 30L'. There was a 737 departing immediately ahead of me; apparently also on the TECKY3 SID.After climbing up and around on the TECKY3; level at 5000 feet per the procedure; autopilot engaged in altitude hold mode; speed of 200 knots (under a Class B shelf) and just as NORCAL gave me a climb instruction; the plane entered an uncommanded sudden drop of 400 feet; at a rate of 1200fpm. I disconnected the autopilot and began the climb just as NORCAL advised me that I appeared to be descending.Even with thoughtful wake separation on the initial takeoff sequencing; precisely following a larger aircraft on the same lateral and vertical routing; at the same speeds; can lead to some surprises.




Synopsis: C25B pilot reported encountering wake turbulence climbing out of SJC in trail of a B737.
Date: 201901
Location: ZZZ.TRACON, 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; Initial Approach; Landing
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach; flaps moved normally to position 15.  When we attempted to select flaps 30; flaps stayed at position 15.  We reselected 15 and then reattempted to select a higher flap setting.  The flaps stayed at position 15.We briefly discussed a go-around but decided the best course of action was to land as the airplane was stable and in an approved landing configuration.  We were familiar with landing distances from our training and knew that 10;800 feet of dry runway was adequate.I used emergency authority to reselect flaps 15; set flaps 15 ref and target speed; and to set the flap inhibit switch to inhibit.We landed normally and wrote the airplane up on arrival at the gate.




Synopsis: B737 Captain reported continuing approach to a normal landing after noting trailing edge flaps would not extend beyond position 15.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Physiological - Other; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On descent into our destination; cabin notified flight crew of smell/odor in the cabin. Flight crew did not notice at the time any odor. Captain asked the cabin crew for specific details concerning the odor so he could notify Maintenance on arrival. Captain notified Maintenance Control (MOC) through early alert; and we landed without incident. On arrival at the gate; we did notice an odor and the Captain then proceeded to write it up. I then left the aircraft as the Captain was finishing the paperwork; and told the oncoming First Officer about the incident. While waiting for the van and Captain curbside; I was called from Dispatch (OCC) to ask the Captain to call MOC; and told them he wasn't there yet; but I would. I notified him to call MOC; he said he would. Then during the van ride I called Crew Scheduling to see about a later DH; and once again I was asked to have the Captain call MOC. I told the individual that we were in the van with civilians and it might be better to talk to the Captain at the hotel instead of in front of the flying public. I then passed on the second request to the Captain and he said he would call them at the hotel.




Synopsis: A320 flight attendants reported an odor during descent for landing which the flight crew also detected after parking at the gate; resulting in a maintenance log entry.
Date: 201505
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
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: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport
Primary problem: Airport

Narrative: Catering truck incurred on Taxiway Bravo during our taxi to Runway 10L. We had to perform a max stop in order not to hit him.


Second narrative: [Catering] vehicle went well past stop point; and incurred into an active taxiway safety zone. We had to do a max effort stop to prevent our #2 engine from hitting his cab.


Synopsis: B-777 crew performed a max effort stop while taxiing in order to avoid a catering truck.
Date: 201603
Aircraft: No Aircraft
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Contributing factors: Equipment / Tooling; Staffing; Human Factors; Company Policy
Primary problem: Staffing

Narrative: Workload.  Planned daily in 8 hours.   Our workload sheet reflects a time that is generally 45 minutes before the calculation time of the release.  This is the case domestically.  I worked desk XX in the office and the following list is the times my worksheet reflected that I was within 45 minutes of the flight plan being calculated.  XA59; XB00; XB00; XB00; XB00; XB05; XB40; XC00; XC00; XC10; XC11; XC20; XC25; XC25; XC40; XD05; XD42; XD45; XE05; XE10; XE10; XE28; XE55; XF05; XF06; XF10; XF10; XF20; XF45; XF50; XF00; XG10; XG30; XG30; XG45; XG55; XH18; XH39; HI00; HI00; HI45.This safety report is concerning workload.  The job of a dispatcher is not data entry.  Looking at that list of times does not give a single opportunity to breath for a moment.  I was also given 2 [maintenance check flights] flights which can eat up considerable time conferencing the crews and keeping up on the ETD;s.  There was severe turbulence reports across the plains states as well as moderate reports across the entire country.  We receive hundreds of messages in a given 8 hour shift to sift thru.  There were atc reroutes.  SFO had heavy rain and winds with a flow program.   SNA had rain in the forecast which causes a landing weight issue if wet.  LAX had a chance of thunderstorms and rain that was moving into the area.  There were sigmets constantly being updated.   DFW had storms possible in the forecast.  [My Air Carriers] dispatchers work more than 1 fleet type which means more things to keep up with as they are all different with each having their own unique characteristics.  Looking at the list of times above there is not one moment to look away and gather ones thoughts on a good day.  There are very rare perfect days.  If you happen to have one; the list of release times above are still too much and that is without mentioning the city pairs that are being worked.  Phone calls; radio calls keep you busy.  I didn't even mention that instead of the 42 releases assigned to the desk that day I probably did them all 2 to 3 times as changes in the chop and weather forecasts was constantly changing.  There are many other things that come up that one has to address. I listed just a few of them on that given day.  The dispatch floor needs more desks in the domestic and international divisions.  Instead of opening these desks and covering them however they need to; the management team does not seem to want to address the workload issue until the dispatchers [of my Air Carrier] are integrated in with the [merger company] dispatchers.




Synopsis: Air Carrier Dispatcher mentioned workload exceeds available resources to safely dispatch and monitor flights.
Date: 201812
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Filed for PHLBO arrival into EWR. Kept getting FMC complaints about steep descent after DQO. Used to getting complaints after SOMTO; but not DQO? Anyway; tried adding some various speed restriction to DQO and SOMTO to see if it would stop the reoccurring message. Normally fixes SOMTO. In this case no speeds seemed to satisfy the FMC; so settled back to what I would normally use for speeds of 300 at DQO and 270 at SOMTO; and accepted FMC repeatedly giving steep descent after DQO message.Both Captain and I were watching automation and very actively calling out FMAs throughout the flight; which probably allowed us to catch the sudden steep descent in reasonable time.We were cleared to descend via the PHLBO and had 8000 altitude set in MCP and in normal VNAV descent. Everything had been fine for two flights on this airplane and was fine on this descent until DQO. I was in descent mode set at 310 knots; I had a slow down to 300 set at DQO as previously mentioned. As we approached DQO DECEL point at what was supposed to be a level off at 20;000; the flight director suddenly went nose down and the aircraft started to dive. The VNAV suddenly switched to what I recall as being over one thousand feet above glide path? The Captain caught the action first and disconnected autopilot. He gave the aircraft back to me and we easily recovered the aircraft to a level off at DQO at roughly 19;200 feet. DQO was supposed to be 200A. The computer suddenly seemed to catch back up and recover a normal VNAV path for the STAR. We reengaged automation while watching closely and continued on the arrival; approach and landing. The next weird part was when we passed MERSR; four points passed DQO; the FMC came back; again; with a steep descent after DQO message.




Synopsis: B737 First Officer reported a malfunctioning coupled auto flight system during approach resulted in an altitude deviation.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Training / Qualification
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Manuals; Procedure; Human Factors; Aircraft; Chart Or Publication
Primary problem: Human Factors

Narrative: We removed the Nose Landing Gear sliding tube; replaced the internal seals; reinstalled same and serviced. After servicing; we performed gear swing for Operational Check; no defects noted and aircraft was returned to service. Upon first flight rotation; landing gear failed to retract and aircraft returned to the field. Maintenance was performed in the Hangar. [Contributing factors] yet to be determined; Nose Landing Gear assembly removed and replaced.


Second narrative: Removed Nose Landing Gear sliding tube; replaced internal seals; reinstalled same and serviced Nose Landing Gear.


Synopsis: Two Mechanics report an Embraer ERJ aircraft returned to field on the first flight after they had removed the Nose Landing Gear sliding tube; replaced internal seals and performed gear swings. The Nose Landing Gear would not retract after takeoff.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: DJI Mavic 2 Pro
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Climb; Return to Home (UAS)
Airspace: Class G ZZZ
Aircraft component: Transmitter (UAS)
Component problem: Malfunctioning
Reporter organization: Commercial Operator (UAS)
Reporter function: Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fly Away (UAS); Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Automated Return to Home (UAS); Aircraft Lost / Unrecoverable (UAS); Aircraft Lost Link (UAS)
Contributing factors: Aircraft; Software and Automation; Equipment / Tooling
Primary problem: Ambiguous

Narrative: Loss of signal - return to home initiated - drifted further away - regained controlled - next thing I know it crashes down - lands on building roof - no injuries no damage to property.




Synopsis: Part 107 crew had a lost link with the UAS. After attempting a return to home (RTH) function the Crew was unable to regain control of the UAS which crashed shortly after.
Date: 202005
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Departure; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: Routine Inspection
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: I was working the Satellite sector.  I had several aircraft in my airspace on two frequencies and constant shout line communication. I was delivering aircraft to the adjacent sector at even altitudes (correct direction of flight).  ZZZ Tower tagged and coordinated a VFR aircraft with an alternator issue as what I deemed could be a possible emergency; but I was not in communication with the aircraft.  A separate target not tagged indicated 4;000 feet. To prevent a possible conflict I climbed the multiple aircraft I was delivering to 6;000.  This altered the altitude we usually deliver aircraft in that sector.  I received a arrival to ZZZ at 5;000; knowing I would have to separate my arrival from the aircraft with the alternator issue not on frequency I started the aircraft decent earlier than usual. I cleared the ZZZ arrival aircraft to ZZZZZ; the initial approach fix. I descended an arrival aircraft to Runway X based on the lateral course ZZZZZ offered.  The aircraft made a very slow course to ZZZZZ.  Realizing the conflict I issued heading to diverge the courses.  Shoutline; multiple frequencies; workload and reduced staffing all played a role in this error.  With reduced staffing during this pandemic; we are working with less of the manpower we are normally afforded.  While commercial traffic is down general aviation has remained solid.  We need to staff based on the demand.




Synopsis: TRACON Controller reported an airborne conflict and attributed it to staffing levels due to the COVID-19 pandemic.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Troubleshooting; Time Pressure; Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First flight in the morning departing Runway XXR out of ZZZ. We have received a takeoff clearance direct ZZZZZ intersection. On the rollout all engine indication seemed normal as I was asked to 'set thrust'. As soon as we reached a positive rate and gear was in transition mode; we felt a bang associated with a slight shake. 3-5 seconds later we felt louder bangs and ZZZ tower notified us of 'sparks' coming out of our engine. I acknowledged the call and asked the tower to standby as the captain and I were analyzing the situation.The ITT on the right engine showed a high temperature momentarily; but as soon as the captain reduced the power on that engine; the ITT went back to the normal operating range.Leveling off at 3;000 feet; we decided to request priority and return to ZZZ by requesting radar vectors to the longer runway (XXR) anticipating a possible engine failure. Meanwhile we kept monitoring the engine gauges. Everything seemed to be normal and there were no indications of engine damage nor caution/ warning messages; however; we continued with caution to the field.The Captain contacted the flight attendants and they advised him about hearing and feeling the 'bangs' yet no smoke or fire was present in the cabin. The number one priority at the moment for us was to get back and land as soon as possible as we were not sure about the possible external or internal damages that those bangs might have caused. I contacted tower and made sure to have fire trucks waiting for us down the runway. Shortly after landing; we stopped at the runway and asked fire trucks to inspect the engines. There were no signs of damage so we continued to the gate.As of now we are not aware of the exact cause; but we're expecting it to be a mechanical malfunction.




Synopsis: Air Carrier First Officer (PNF) reported engine bangs and the right engine ITT momentarily going to a high reading. All occurred shortly after takeoff. The aircraft returned to the departure airport.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was working Local and had cleared Aircraft X to land Runway XX. On approximately; a 1 mile final Aircraft X advised me that they were going around. I asked Aircraft X if they wanted to cancel and stay in the pattern or go back to Center. They said they would cancel and stay in the pattern. I then told Aircraft X 'when able; turn left and make left traffic Runway XX - maintain VFR.' Aircraft X read back 'left traffic; VFR.' Approximately 1/2 mile off the departure end of Runway XX Aircraft X was advised of traffic 4 miles south descending out of 048 and again told them to make left traffic. I look to see what my other traffic was doing then took a quick glance at the radar. All at the same time I went to look for Aircraft X and Aircraft Y out the window while I was issuing instructions to separate the two aircraft because I had noticed that Aircraft X had drifted to the right of the centerline. Almost at the same time both aircraft advised that they were responding to RA's. At this time I said 'Oh CRAP;' although bad timing it was because my glasses fogged up so I could not see anything and not for what was going on out the window. My glasses were fogging up all morning due to my COVID mask.After both aircraft passed each other Aircraft X was given instructions that his altitude was at his discretion and that there was additional traffic 7 miles ahead moving SSW. Aircraft X then started their turn for left traffic and were given a clearance to land when they were at midfield. After landing; Ground Control asked Aircraft X to call the tower so we could collect the information needed to fill out the report.I don't feel that there is a need to change policy or procedures. I do feel there is a need; especially me; to better follow the procedures; SOP's and policies already in place.




Synopsis: Local Controller reported an airborne conflict between two air carriers.