elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 0601-1200
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: FBO
Operating under: Part 119
Flight plan: None
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While conducting skydiving operations; I placed a two-minute call to ZAB center per the Letter of Agreement (LOA) between ZAB and the skydive operator. Center then called traffic seven miles out. He advised it was fast moving; but did not specify a speed or an ETA.Per the LOA; I was supposed to call the traffic as either 'in sight' or 'no factor' before releasing the jumpers. Not having the traffic in sight; but believing it was far enough away as to not be a factor; I released the jumpers and inadvertently omitted the 'no factor' call to Center. The traffic passed close enough to the jumpers to cause the ZAB controller some concern. Typically; traffic that is seven miles out will not be a factor at the two minute mark. However; this traffic was fast moving and I failed to take that into account in making my determination. Contributing to this was my inexperience as a skydive pilot. As of the date of this incident; I had been working in the position less than three months. This was my first day conducting skydive operations away from the airport where I usually work.




Synopsis: Sky dive pilot reported releasing jumpers without proper coordination with ATC; resulting in reduced separation between jumpers and other traffic.
Date: 202106
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: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Take Off Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An initial takeoff roll; my copilot said airspeed alive and I said checked; then my copilot said 80 knots and I said checked and then immediately got a indicated airspeed disagreement on the Captains airspeed indicator the copilot had the same thing and I rejected the takeoff.  We notified Tower and returned back to the gate.IAS DISAGREE on both the Captain and Copilot IAS.I return to the gate and turn the aircraft over to Maintenance. I also took the passengers off the airplane and put them into the terminal building where it was much cooler.


Second narrative: On initial takeoff roll I called out airspeed alive then 80 knots.  The 'IAS DISAGREE' indicator cam on and I announced 'airspeed disagree'.  The Captain rejected the takeoff.  We notified the Control Tower and exited the runway; back to the terminal.Visual detection 'IAS DISAGREE' in yellow letters.IAS DISAGREE indications on both displays.Performed rejected takeoff; and returned to the gate where maintenance was performed.


Synopsis: B737 flight crew reported airspeed disagreement on takeoff roll; causing a rejected take off and a return to gate for maintenance.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Run-up of aircraft was normal. All engine instruments were showing in the green throughout the entire start up; taxi and run-up. The student and I were issued a clearance to take off and fly heading 110. We needed to perform a soft field takeoff for the lesson we performed the maneuver and was pitching for 81 knots IAS and was climbing. At less than 500 feet the airplane made a loud pop noise in which I felt in rudder pedals. Followed by the noise was a power loss and a severe vibration. I took controls and [advised ATC] while trying to climb. ATC cleared us to land in which we did safely. While exiting the runway and taxiing to the ramp I saw that the oil pressure was getting lower and was able to taxi the aircraft to the ramp. I shut the engine down with 26 PSI oil pressure. After exiting the aircraft found oil covering the bottom of fuselage and on the ground. At no time was there any abnormal indications of there being a problem with the aircraft and was confident in my abilities to return the aircraft to the airport. Upon inspection of the engine we found that one of the cylinders had failed and separated.




Synopsis: A flight instructor described a training flight that experienced an engine failure after takeoff at 500 feet. A successful return to the field was accomplished.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Generator Drive
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 80 KTS on takeoff roll; IDG 2 OIL LOW EICAS Message Posted; immediately followed by GEN 2 OFF BUS EICAS Message Posting. Takeoff was rejected by Captain. Exited runway; Contacted Operations; and Maintenance and returned to gate. Aircraft was swapped to another tail number and flight departed 2+30 late. No information from Maintenance as to the problem; however; aircraft had been serviced overnight and flown in on an earlier flight.




Synopsis: ERJ170 Captain reports rejecting a takeoff at 80 KTS when IDG 2 OIL LOW EICAS immediately followed by GEN 2 OFF BUS EICAS Messages appear.
Date: 202111
Local time of day: 1201-1800
Location: PDX.Airport, OR
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PDX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After landing Runway 28L and exiting at taxiway Echo; we were cleared to taxi E3 to T to park at gate.  Aircraft Y was southbound on T to park at gate.  PDX Ground did not give a priority to either aircraft.   We stopped short of T and the Aircraft Y continued to its gate.  Had we not stopped; we would have collided at the E3/T intersection.    After stopping and asking Ground Control about the Aircraft Y we were told to give way to it.    No additional data. Use extreme caution for the very congested end of C gates.




Synopsis: Air carrier Captain reported a ground conflict during taxi-in at PDX airport.  Reportedly; ATC did not give priority to either aircraft as they taxied to same gate area.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot-Static System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument; Flight Crew Commercial
Human factors: Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: Autopilot - Maintenance Static System malfunction. In climb as cabin pressurized airspeed '0'. Altimeter 1;200 - Encoder 1;200 even though climbing. Vertical Speed Indicator '0'. IFR in clouds - declared emergency with Approach - vectors return to departure airport RNAV 15 Approach. On ground; discovered disconnect in static system plumbing inside pressurized cabin.




Synopsis: During an IMC climb on a test flight following autopilot maintenance; a PA-46 pilot discovered he had no airspeed; vertical speed and an incorrect altimeter. He returned to the departure airport where the static plumbing was found disconnected inside the cabin.
Date: 202107
Local time of day: 1801-2400
Location: AFW.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Flight phase: Final Approach
Airspace: Class D AFW
ATC / advisory: Tower AFW
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Low altitude alert from AFW Tower during night visual approach to [Runway] 16L from the south. We entered a left downwind to [Runway] 16L; turned base early due to traffic ahead; and descended initially to 1;000 feet AGL. At the alert from ATC; we cross-checked our altitude; intercepted the glide path from below but inside the instrument FAF; and landed uneventfully. Turning earlier than what would have set us up at the instrument FAF and attempting to interpolate a visual descent path; cross cockpit; at night.


Second narrative: Set up for a left base at AFW at 1;500 feet AGL rolled off for the turn to final and slowly descended to 1;000 feet AGL to join up on the ILS glide slope for [Runway] 16L. During the rollout received a call from ATC saying they were getting an altitude alert and heck our altitude. At no point during the rollout did we go lower than 1;000 feet AGL and rolled out on final on glide path. Landing was uneventful. We were on a visual and turned inside the FAF for traffic. As a result we were lower than normal during the final turn.


Synopsis: Air carrier flight crew reported receiving a low-altitude warning during base leg of a visual approach to AFW airport.
Date: 201501
Local time of day: 0601-1200
Location: IAD.Airport, DC
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Tablet
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Human Factors; Manuals
Primary problem: Aircraft

Narrative: I had my company issued iPad in the Ram mount and was using Jepp FD Pro for the STAR and subsequent approach. Since we were planning a VMC autoland; I wanted to quickly review the callouts in [the Electronic Flight Manual [EFM]. However; when I selected [that content]; I got the blue screen. I tried going back to the home page; then back to [EFM]; no joy. Also tried going back to Jepp FD Pro and back to [the EFM]; also no joy. I didn't have time to turn the iPad off and back on since we were given an unexpected runway and it got busy. When I got caught up I tried [the EFM] again and after at least five minutes of the blue screen; it worked normally (albeit slowly) again.  I should add that the bunky's iPad also hung up.Fortunately; we have paper approach plates; but we have no paper [operational manuals]. What if we had an emergency and needed to access the manuals immediately? It is true that much FM information is also available on the ECL [Electronic Check List]; but the forward and lower screens are in use for other displays in this phase of flight; and the FOM and [other manuals] are not displayable on the aircraft screens. The sole reliance upon electronic media for these documents is foolhardy.




Synopsis: A B777 flight crew preparing for a VMC autoland was unable to access and review the Operations Manual guidance on their iPads. The reporter feels sole reliance on electronic media for such data is 'foolhardy.'
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cowling
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Our trip was canceled before the first flight because of the evidence of a bird strike on the bottom of right-hand engine nacelle. There; approximately 18 inches aft of the intake; was a quarter sized perforation of the nacelle cowling; covered with feathers. The damage was discovered just after engine start by an FBO lineman. He called the damage to my attention; and I aborted the start and the subsequent Part 135 trip. The damage was in an out of sight location and was not discovered prior. We assume the strike occurred on the flight prior; when we did a night departure; our 5th and last leg of the day. I believe the strike occurred then; as it is near the Coast; with a higher probable concentration of birds. We are not positive of when the strike occurred; as we (the crew) never noticed a noise or had any other indication when the strike occurred. The bird strike caused no other damage to the aircraft and it was returned to service after the cowling was replaced.




Synopsis: BE400 Captain is informed during engine start by an FBO lineman that the right engine appears to have bird strike damage. The damage is confirmed and the flight is canceled pending maintenance action.
Date: 202109
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FCC (Flight Control Computer)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During preflight in ZZZZ a SEC2 Fault occurred. After calling Maintenance Control and attempting to reset; the fault remained. Local maintenance was called. Only one Technician was available. English is a second language and all procedures were written in English. The language barrier combined with lack of experience on Airbus caused some lack of confidence on the Technician's part. I was required to assist in understanding what the procedure said and had to point out the systems required to be deferred. I consulted Maintenance Control again to ensure all items were accomplished per the deferral. Upon completion of the deferral and receiving a new Maintenance Release; we were ready to depart. However; the Local authorities would not release us stating; the Technician did not document the event correctly. I called the Chief Pilot and they coordinated with the station and after a 90 minute delay; we were released. The remainder of the flight was uneventful.




Synopsis: A319 Captain reported a maintenance technician did not properly document an equipment deferral; resulting in a departure delay. Reporter cited language and communication difficulties as contributing to the event.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After push back and start the flight attendants called up complaining of an oil and fuel smell. My First Officer and I ran the QRH for fumes. We were unable to clear the event as we waited 40 minutes for a gate. Once at the gate we deplaned and Maintenance came on to confer with us on the troubleshooting. We made the logbook entry referencing said event. The in-flight supervisors as well as CSR's dealt with passengers and the flight attendants to help accommodate their needs. Multiple CSR's mentioned short staffing in their department as well as the ground personnel. That day was particularly alarming with the long waits needed for a gate. It would've been helpful to be on a gate sooner to help facilitate the needs of our passengers and crew.




Synopsis: Air carrier Captain reported Flight Attendant notification of oil and fuel fumes in passenger cabin after pushback.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
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 Took Evasive Action; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We leveled off at our final cruising altitude of FL350. All systems were set up in their normal configurations. About ten minutes into cruise flight the cabin altitude warning horn went off. We immediately started memory items for the situation. By the time I had my O2 mask on and checked the cabin altimeter; we realized the cabin had already gone up to 14;000 - 15;000 FT. We contacted ATC; declared an emergency; and asked for an immediate descent and continued with the QRC/QRH procedures. During the descent with the outflow valve fully closed; the aircraft still lost pressure. We notified the flight attendants about the issue and made an announcement to the passengers. When we leveled off at a safe altitude; I decided to continue on to [destination] because we were fairly close and had enough fuel at that time to make it there. We landed without further incident.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: B737-300 flight crew reported loss of cabin pressure in cruise flight at FL350. They declared an emergency; executed an emergency descent; and continued to their nearby destination.