elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing thru FL270; a CABIN ALTITUDE warning occurred. At the time of occurrence we were operating with only the right pack. We did not get a bang or loud noise indicating a rapid decompression. The FO (First Officer) was the flying pilot. We immediately put on our oxygen masks. After a brief moment; we established crew communication. We [coordinated] with Center for a cabin altitude problem and started a descent to initially to 12;000 feet then down to 10;000 feet as required. Due to fogging of both of our eye shield portion of the full face oxygen mask; made reading the checklist and cabin altitude and rate display unreadable (after the post flight crew debrief; the FO revealed his mask was not fogged but he still had difficulty reading). The FO did an outstanding job doing an immediate descent from memory. While descending; notified Center our intention to return to ZZZ and received a heading direct back ZZZ. Shortly after initiating the decent; we turned on the left pack but did not feel any change of cabin pressure. During our level off at 10;000; the CABIN ALTITUDE warning extinguished. We took off our oxygen mask and used regular headsets for the remainder of the flight. We checked with each other; whether we had any physiological problems and determined we were both fine. We heard an unusual air hissing noise which could not be located. We requested an ILS to XXL with fire trucks assistance. After clearing the runway; notified ground control. We taxi back to ramp nine. After shutdown and secure gave a brief report to the fire crew. Gave a full debrief to maintenance at the aircraft.




Synopsis: B757-200 Captain reported a pressurization malfunction which resulted in an immediate descent; and a return to the departure airport.
Date: 201509
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: Engine Failure at 600 feet on final; In the moment I had a conflict between running an engine failure checklist or choosing a suitable place to land; I started throttle forward-mixture forward carb heat; but due to altitude and the location of the fuel selector; all my attention was on a safe landing.  The outcome was no bodily injury and no property damage.  I am not completely certain what caused the engine failure; however I believe running a pre landing check list a bit earlier in the landing phase is always a good idea.




Synopsis: A PA-28 Pilot experienced an engine failure on final approach. He comments on the demands between performing an engine failure checklist and locating a suitable landing location.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 33
Operator: Other Flight School
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Ground ZZZ; Tower ZZZ
Aircraft component: Elevator Control Column
Component problem: Malfunctioning
Reporter organization: Other Flight School
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon third stop and go landing while practicing a power off 180 landing; the flight control column failed before another takeoff was made. The flight controls were stuck in the full aft position and could not be pushed forward. Before full power was applied; the takeoff was aborted and the aircraft was taxied back to parking. There were no problems with the flight controls on any of the landings before the incident. There were no injuries between the instructor and I.




Synopsis: BE33 pilot under instruction reports rejecting a takeoff at low speed due to the control column becoming stuck in the full aft position.
Date: 201308
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: A319
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: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was observing a traffic situation at another sector. I received a call asking about the situation at the sector. I went to check on the situation; and saw the aircraft were already less than 5 miles and less than 1;000 FT. The Controller stated 'Less than 5 miles; but SCT Approach did it.' I asked what was being done to pry them apart. It was not until after I asked this question that the Controller keyed up and told the front aircraft to maintain FL190. At that time the aircraft were only 3.5 miles apart. The Controller should have seen the overtake sooner and taken action to separate the aircraft. I felt that he was letting it happen to 'make a point' that Socal Approach was 'jamming him.' His response to the situation when I asked him about it was also inappropriate. He should have stopped the Air Carrier X's climb 'immediately' and turned the trailing aircraft 40-50 degrees left to pry them apart. His choice of action was inadequate and carried no sense of urgency at all. This problem could have been avoided by stopping the climb of Air Carrier X much sooner. I believe the underlying cause of this loss of separation was the Controllers' poor attitude; coupled with no sense of accountability since he could just report the situation later. There is a secondary causal factor as well. Our procedures allow the Approach Control (who owns at and below 15;000 FT in that area) to climb all departures into our airspace and up to FL230 once the handoff is accepted. This practice needs to be immediately stopped. The Approach should only climb to the top of their airspace. Had this been the case; the front aircraft would have climbed above the back aircraft and the overtake would not have mattered until the Center Controller climbed him further.




Synopsis: An Enroute Controller observed a loss of separation involving two departure aircraft climbing into the enroute environment.
Date: 201812
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: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: EICAS/EAD/ECAM
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: All preflight; cockpit flows; and checklists were accomplished normally at the gate. On taxi out; I tested the Take-Off Warning and it indicated a configuration issue. We checked that the flaps; trim; spoiler and parking brake were correctly positioned and when we were satisfied that they were; I conducted the Take-Off Warning Test again and got a good test. I elected to continue since I felt that the transient issue had been corrected. On takeoff roll; we made the '100 kts' call indicating our entry into the high speed regime. At approximately 130-135 knots; the Take-off Warning Horn began to sound continuously. This was approximately 20 knots prior to V1. I (Pilot Monitoring) made the decision to continue and communicated that to the First Officer (Flying Pilot) by stating; 'Continue.' The Warning Horn silenced at main gear liftoff and initial climb out and the remainder of the flight was normal. I briefed today; as I always do; that in the high speed regime; I will only reject the takeoff for a fire; an engine failure; PWS (Predictive Wind Shear) or if the aircraft is unable to fly. In this situation; I was confident that the aircraft was configured correctly. I based this decision on the performance of checklists and the fact that the warning horn did not sound when the throttles were first advanced for takeoff.




Synopsis: B737 Captain reported continuing take-off when configuration warning horn activated at 135 knots.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landed on runway 28 and taxied toward gate. A few minutes later after getting ENGINE COOL alert and before crossing the runway 27 left; for some strange reason I thought I shut down the right engine. Then taxied only on left engine to the gate since in my mind the right engine was shut down. Parked at the gate and after getting the EXT PWE AVAIL alert I shut down the left engine. My First Officer had to use the restroom so I told her she can go to restroom after turning the seat belt sign off. Then I started to do the parking checklist. I left to get some food and when I returned I was told that right engine was running for few minutes and ramp people told my First Officer and she shut it down. I had a meeting with [the Chief Pilots] and I told them what exactly happened. Up until now some how I still think I shut the engine down few minutes after landing. I honestly don't know what happened and I really can't associate it with any factor. I wasn't over loaded or fatigued. Just an honest mistake. My mind played a game with me since I really; really thought I shut the engine down.


Second narrative: After taxi in; I mentioned to the captain that I needed to use the restroom. Once he received the External Power Available alert; he told me to go ahead and he would complete my checklist. I left the aircraft and could hear him reading the checklist as I departed. I went to the restroom then proceeded to get lunch which I brought back to the aircraft. When I returned to the gate; the ground personnel were gathered around the counter with the gate agent. They said that they could not load or fuel the aircraft because the right engine was still running. I got in the cockpit and shut down the engine. The captain returned from getting himself lunch just a minute or two after me; and I told him what happened. He called the chief pilot and also spoke to the head of maintenance. In the future; I will wait to use the restroom until the checklist is complete.


Synopsis: B717 fight crew reports forgetting to shut down the right engine after gate arrival then departing separately to obtain lunch. The First Officer returns first and is informed the right engine is still running; which is shut down.
Date: 202009
Local time of day: 1201-1800
Location: AJO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZLA
ATC / advisory: CTAF AJO
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Communication Breakdown
Anomaly: Conflict NMAC; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student and I performed the Practice VOR-A approach into AJO. While in contact with SoCal Approach; we made contact with the CTAF reporting a 6 mile final and 4 mile final call. After the frequency change we heard of traffic in the downwind turning base. The spacing looked appropriate when that traffic turned final and we made another call stating that we were on final behind that traffic. The traffic ahead performed a touch-and-go and we thought we were number 1 for the runway. When we were short final for runway 25; we noticed a Cessna less than 100 ft. off our nose to our 11 o'clock and slightly lower. A go-around was immediately performed to the North and a modified base to final was made to a full stop landing. [At] Our final destination a report to ATC was made.I had instructed the student to remove his instrument training device well before the incident occurred.Our position was reported several times.It is possible that; given the busy training environment; a radio call was missed; however; the student and I do not recall ever hearing the other aircraft call its position.The slightly lower aircraft was a high wing aircraft. The aircraft we were flying was a low wing aircraft.An effort to visually confirm that final was clear was made by the student and myself.




Synopsis: Flight Instructor reported an NMAC while on short final.
Date: 201410
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Final Approach
ATC / advisory: TRACON N90; Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: The EWR 19-4 approach plate describes a rejected landing procedure in very small-print at Note #2; a non-intuitive location that is often overlooked by many pilots when briefing or trying to accomplish a go-around.




Synopsis: B737 Captain discovers that while the Bridge Visual Runway 29 at EWR has no missed approach procedure; it does have a balked landing procedure hidden away in note 2.
Date: 201504
Local time of day: 1801-2400
Location: A90.TRACON, NH
Flight conditions: VMC
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E A90
ATC / advisory: TRACON A90
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Fatigue
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: It was Day 6 of a 7 Day [assignment]. We were conducting a passenger flight [to] BED. The crew had been on duty since XA:00. We departed during daylight VFR conditions and proceeded to BED. The sun went down; we entered IMC and freezing precipitation and didn't break out of the clouds until Boston Center began vectoring us for a visual approach to Bedford Airport at 9000 feet. 20 miles from the field they cleared us for a visual approach and directed us to enter a right downwind for RWY 29. I saw the field and lined up parallel on the downwind to RWY 29. I began my base turn at the appropriate interval and as I rolled out of the right turn; I immediately lost situational awareness of where I was in relation to my position and the runway. I responded to my FO that I had lost the runway and he pointed out that I was still in a turn and heading away from the airport. I stopped my turn and descent and leveled off. I regained my situational awareness after a few seconds and proceeded to the runway without difficulty in a stable condition and landed without event.Scheduling of the day had a lot to do with the fatigue factor of this trip. I began at XA:00 that morning after a min turn the night before. We had a maintenance issue with the aircraft that morning and the company decided the split the crew up. I got a new FO and sat in [departure airport of the first leg] for an additional 6 hours. At the last minute the company threw a 3 leg trip on us with planned 45 minute turns between each leg. Day 6; min rest; poor food quality; and constant pressure by the company finally caught up with me on the downwind leg into BED. It hit me immediately. The sun went down and so did my situational awareness. I never felt or saw it coming. Better scheduling and less punitive scheduling.




Synopsis: C680 Captain reported losing situational awareness on a night visual approach into BED; citing fatigue from a difficult scheduling assignment as contributing factor.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff; the landing gear would not retract on system one position detection. Switched to system two and the gear retracted. At 1;000 feet AGL; the captain called for 'autopilot one command' (on) and the autopilot would not engage due to the Captain's flight director being inoperative. With this event; pitch trim one was inoperative also. Engaged autopilot number two successfully. Departure called to inform us that they were not receiving altitude reporting from our transponder. We tried both transponders and were not successful in fixing the problem. Neither transponder was able to transmit our altitude to ATC. Climbing through approximately 15;000 feet; we received further warnings of Total Air Temperature (TAT) inoperative; monitor ADC1. There is no solution in the QRH to fix this issue. Climbing further through 18;000 we got further warnings of Captain/Standby/First Officer pitot probe overheat; requiring us to turn those probes to 'OFF'. At that point we were above the freezing level so we contacted ATC for an immediate descent and return. We descended below the freezing level of approximately 14;000 down to 11;000. We coordinated with maintenance control and our dispatcher to return. As we were overweight to land; we held at 11;000 to burn off enough gas to put us underweight to land. Thunderstorms in the area; landed in mostly visual conditions on the ILS.




Synopsis: A300 pilot experiences a failure of the landing gear to retract after takeoff on system one position detection. On system two the gear retracts but autopilot one will not engage as the Captain's flight director is inoperative along with his pitch trim. Autopilot two is successfully engaged but other anomalies begin to appear and the crew elects to return to the departure airport after burning off enough fuel.
Date: 201502
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Confusion; Time Pressure
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Departing Runway 28R rolling down the runway at about 100kts noticed an aircraft entering the runway from right to left and not stopping. I maneuver the aircraft to the left of the centerline to avoid a collision with the said aircraft. Once cleared returned to the centerline and departed.I think the other aircraft missed its turn and entered the runway.


Second narrative: A full-length take off on Runway 28R would have been safer.


Synopsis: An air carrier crew reported taking evasive action from an aircraft which mistakenly entered ORD Runway 28R; during takeoff.