elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 0601-1200
Location: HPN.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was returning to HPN from a VFR training flight. I was descending through 4;500 FT to pattern altitude (1;500 FT). The standard procedure when arriving VFR to HPN is to contact New York Approach; and I typically do this over BDR at 4;500 FT. When I did so today; the Controller told me that he was unable to provide services for another few miles; and that I could contact Approach on 124.07 if I wanted flight following. Because I had less than two minutes of flying time before I would enter his airspace; I chose to monitor the frequency instead of changing to 124.07 and almost immediately changing back. About one minute later; the Controller advised a regional jet that he had traffic 300 FT above him and 12 o'clock; descending. I stopped my descent began to look for this traffic. Almost simultaneously; the RJ suddenly appeared from behind; about 2;000 FT off my left wing and slightly below me. I listened to the RJ crew advise TRACON that they had just received a TCAS RA and were taking evasive action. I maintained visual separation while the RJ turned away. The Controller then asked me if I had gotten a good look at the RJ that I had almost descended into. I replied that he had overtaken me from behind and I was unable to see him until he was abeam my wing and had received his TCAS RA.I believe that this chain of events could have been easily avoided if the Controller had given me a squawk code and provided flight following on my initial call up. I have flown VFR into this airport many times; and this is the first time that a Controller on this frequency has been unable to provide services. (When I fly IFR into this airport; I am often given a frequency change over BDR.) He could have then advised me that I had traffic below and overtaking me. I think that situational awareness possibly prevented a mid-air collision: Had I not been monitoring the frequency; I would not have heard the controller call traffic to the RJ and would not have known to arrest my descent.




Synopsis: SR22 pilot descending into HPN from the east experiences a conflict with a CRJ climbing from behind. ATC assistance had been requested one minute prior over BDR and the reporter was instructed to call a different Controller.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cargo Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel; Person Dispatch
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Nearing top of descent; we received an ACARS message from Dispatch that one of the cargo sections had been improperly loaded; with the weight exceeding the floor limit and the dry ice not being loaded properly. Dispatch suggested that the safest course of action was proceeding to [destination] and landing. The Captain and I agreed with this course of action and pressed forward. The flight ended safely.




Synopsis: Boeing 737 First Officer reported receiving notice from ground personnel that the cargo was improperly loaded. Flight was close to destination and landed normally.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from ZZZ; through approximately 9;000-10;000 feet the AFT LAV SMOKE master warning illuminated. Requested Flight Attendant (FA) 2 do a physical check of LAV status. Advised ATC of LAV smoke warning and advised we required a precautionary return to ZZZ. By time FA reported LAV clear status the warning extinguished. Both passengers and crew noticed an unusual odor in the cabin. First Officer (FO) noticed slight odor in cockpit. Advised ATC. Ran appropriate QRH and normal checklists and returned to ZZZ without further incident.Aircraft was on first flight after dual engine compressor washes. In talking with maintenance personnel after landing it was suspected that residual chemical from the washes was the most likely source of the smoke warning and odor. Aircraft was removed from service for further investigation.




Synopsis: CRJ-700 crew became aware of LAV smoke via master warning in cockpit; resulting in a return to departure airport.
Date: 202104
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Company Operations Manual
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Weather; Procedure; Aircraft; Company Policy; Manuals
Primary problem: Manuals

Narrative: We had a rather complex weather scenario the other day. Based on our experience; I wanted to raise a safety concern regarding our resources (i.e.; Manuals; Reference Page) that describe/highlight the requirements for 'Engine Run-up in Icing Conditions During Taxi and Takeoff'.   There appears to be a disparity between the cold temperature reference page and the AOM regarding 'Engine Run-up in Icing Conditions During Taxi and Takeoff'. The cold temperature reference page states above the table describing the run-up requirements for NG and MAX aircraft 'During periods of prolonged ground operations; when engine anti-icing is required; and the OAT is X degrees C or below; an engine run-up may be required...'. In contrast the NG engine run-up during takeoff procedure states;  'When engine anti-ice is required and the OAT is X degrees C or below; takeoff must be preceded by a static engine run-up to a minimum of 70 percent N1 and confirm stable engine operation before the start of the takeoff roll'.  My safety concern is that the AOM language is more restrictive and detailed (i.e.; identifying the static run-up conditions) and should be replicated on the cold temperature reference page.   Furthermore; another safety concern is that crews may potentially forget about the Engine Run-up requirements as rapidly changing weather conditions may result in very high task loading.




Synopsis: First Officer reported conflicting procedures between B737 NG and B737 MAX flight operating manuals.
Date: 202005
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The flight plan had us going straight across via ZZZZZ so minimum time to coast out. I logged us into CPDLC with ZZZZ Oceanic ATC Operations and we did the circle and tick procedures. Then shortly before ZZZZZ ATC re-routed us over ZZZZZ1 and then told us service terminated; squawk XXXX. We dialed up XYX.Z and XYA.Z on the radios. This was my first flight in over 3 months due to COVID schedule reductions. In the process of all of this; we forgot to get a SELCAL Ck with ZZ Radio. I caught this later in the flight and we did the SELCAL check with ZZ Radio. Flight continued uneventfully.We got busy with multiple tasks in a short period of time and overlooked the SELCAL check. I was using the ZZZ Reference Ck list on my iPAD but since you can't check off the items on the iPad it's not as effective as using the actual paper copy. Also; having not flown in so long creates another challenge as I had probably lost some of my regular flow that comes with flying more regularly. These are pilot not flying tasks but as the Captain; it is my responsibility to make sure they get done.Lessons learned: Be sure to use the paper copy of the Reference Guide checklist. There is great value in being able to look and see if any check marks are missing on the checklist.




Synopsis: Air carrier Captain forgot to do a SELCAL check and cited as contributing factors multiple tasks in a short period and having not flown in a long time.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Other Return from Maintenance
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Magneto/Distributor
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
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 Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost right engine and diverted. Uneventful landing. Dual drive Bendix Magneto failed causing complete power loss. The mag was a fresh overhaul installed 20 minutes earlier. It was determined to be a faulty ground within the mag case itself causing both primary coils to fail. Poor design in my opinion!




Synopsis: PA31 pilot experiences a right engine failure in cruise and diverts to a suitable airport. Dual drive Bendix Magneto; installed 20 minutes earlier; failed causing complete power loss.
Date: 201908
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During final descent I was doing compliance in the cabin. When I got to about row 25-32 I noticed a strong odor I've never smelled before on the aircraft. It smelled like a burning plastic and slightly sweet smell. I asked C Flight Attendant if she noticed the smell when I got to the aft of the aircraft. She said she could smell it. I notified the A [Flight Attendant]. I also started getting a slight headache. The smell did not go away until the doors opened. I noticed I had a metallic taste in my mouth so I was very nervous about my health. I sought medical attention from paramedics. I got medical attention. I had my vitals checked. I wanted to go to the hospital; but the paramedics pretty much talked me out of it by saying my vitals were fine and I wasn't coughing.




Synopsis: Airline Flight Attendant reported 'strong odor' confirmed by other flight attendants. Reporter experienced health symptoms; treated by paramedics on arrival.
Date: 201410
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: ATC vectored aircraft to intercept LOC  and informed us of crossing traffic in our vicinity we received two separate traffic alerts and stopped our turn to final to visually attempt to spot the target which caused us to cross through LOC and informed controller we were correcting back on course we then received another traffic alert showing an aircraft within -100 feet so we climb and informed controller we had a traffic alert go off at which point we did make contact visually with traffic ATC  had alerted us to.In the end we made a visual approach to VNY airport not sure what we might have done different as to avoid the situation possibly continued the turn without crossing thru LOC but felt we need to spot the traffic first due to its proximity to us.




Synopsis: A C525B flight crew on a vector to intercept the localizer suffered an NMAC with an unidentified aircraft.  Their decision to stop the turn to intercept; causing them to fly through the localizer; may have been a contributing factor.
Date: 201502
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT; Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: We were flying the SEAVU Arrival and ILS 24R transition. It was clear but there was ground fog that made forward visibility about 3 miles. As we were on approach shooting the ILS; SOCAL approach put a 777 in front of us which we called in sight as we were VMC above the weather. Shortly thereafter; approach cleared us for the visual and sent us to tower even though we had never called the field in sight and were shooting the ILS. We switched to tower and told them we were on the ILS; not a visual as we didn't have the field in sight. They then asked if we had the 777; which we didn't have in sight anymore due to the fog. They then instructed us to go-around which we complied with. It was a crazy go around; 'track localizer and climb to 3;000' and as I'm passing 2;500 feet; they tell me to 'maintain 2;000 feet MSL'; which required me to then do a descending go-around while still de-configuring. We were sequenced back in for another ILS approach. On downwind SOCAL again said this would be a visual approach which we said unable; you don't have the required weather for a visual approach. We were then given the ILS to 24R which went uneventfully.




Synopsis: Pilot reports of an approach into LAX where SCT Approach wanted them to do a visual approach. The weather wasn't good enough for them to do so due to a cloud layer and inability to see traffic to follow. Crew was sent around and then sequenced again for a visual approach which they told the Controller that they couldn't accept a visual because of the weather.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
Second aircraft: Balloon
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The event occurred during an early morning flight from the airport.  It was during a planned Hot Air Balloon Rally.  Conditions were good and favorable for flight.  Situation occurred during initial approach to land.  There were significant changes in the terrain upon approach to land; road surface; open field; water; and then trees.  During approach to land; the two balloons moved toward each other and were in close proximity.  There was incidental contact of the balloon fabric envelope to balloon fabric envelope.  There was NO injury or damage to persons or property or aircraft.Evasive action was taken by maintaining altitude and steerage until practical for a separation of space; at which time the balloon was piloted to altitude and an alternate landing site was identified and a gentle landing was executed.It is believed that the action of the balloons was caused by advection creating a horizontal movement of air; resultant of the changes of ground surface conditions (pavement; open field; water; tree canopy).To prevent recurrence additional education in changing atmospheric conditions; and study of the effects of terrain on air movement should be exercised.  It is also recommended that practicing contour flight over open terrain be executed as often as practical.




Synopsis: Two Hot Air Balloon fabric envelopes made contact during their approach to land because of significant terrain changes including the mix of road surfaces; open field; water; and trees.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: We pushed from the gate late due to late inbound. Upon approaching the runway for takeoff we received wind-shear system EICAS message and Weather Radar fail on the ND; we returned to the gate per MX and dispatch. Mx replaced the Wx radar computer and we taxied out for takeoff after another 1 hour delay. We tested the Radar and were painting Wx prior to departure. Climbing through about 6000 ft we received the same messages. We alerted Dispatch and Maintenance Control and later decided to return due to the Wx over the Atlantic.




Synopsis: B757 First Officer reported a weather radar failure during taxi out and returned to the gate for maintenance. After maintenance; the radar appeared to function normally and the flight departed. During climb; another weather radar fail was displayed and the crew elected to return to the departure airport due to expected weather enroute.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in our descent the Captain noticed the cabin altitude in the amber range. We ran the AOM procedure for 'Cabin Altitude in the amber range.' The cabin altitude kept climbing and so we put our masks on and performed the emergency procedure checklist for Rapid Depressurization followed by the Emergency Descent procedure. We declared an emergency at this time. The cabin altitude was about 9;500 FT. We continued on to destination without incident.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: When they lost control of their pressurization at FL330; an EMB-145 flight crew declared an emergency; began an emergency descent and performed appropriate procedures and checklists as they descended to a safe altitude and then continued to their destination.