elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 0001-0600
Location: ZME.ARTCC, TN
Aircraft: Challenger 300
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZME
ATC / advisory: Center ZME
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was level at FL450 and requested FL350 upon checking in on my frequency. I advised that I was unable due to crossing traffic 7 miles away opposite direction level at FL430. Aircraft X responded with 'we're going down to FL350 unable to maintain altitude.' I vectored Aircraft X 30 degrees to the right to avoid traffic and then called Fort Worth Center to coordinate that Aircraft X [called in an urgent situation] and was unable to maintain altitude. Upon further questioning Aircraft X told us that he had an engine flame out and needed a lower altitude to restart. With the information we had at the time nothing could have prevented this from happening.




Synopsis: Memphis Center Controller reported an aircraft descended due to loss of an engine in order to attempt a restart of the engine.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While I attempted to disarm the boarding door (L1) to deplane I was unable to lift the arming lever to disarm without using excessive force. I asked Flight Attendant D to try as well; but she couldn't. The cabin pressure light was never illuminated in the door window. I then called the Captain and informed him of the situation. He attempted to disarm the door as well. We had the gate agent wait before opening the door and the captain contacted maintenance. We continued trying to disarm the door and I would say after 5 minutes and maybe ten times attempting to disarm; the arming lever finally budged and the gate agent opened the door and we disarmed all the other doors in normal fashion.




Synopsis: Flight Attendant reported considerable difficulty disarming door L1 after gate arrival. Several other crewmembers tried without success also; and after about five minutes they were able to disarm the door.
Date: 201604
Local time of day: 1201-1800
Location: FHR.Airport, WA
Flight conditions: VMC
Weather elements / visibility: Rain; 5
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class E FHR
ATC / advisory: CTAF FHR
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Entered non tower airport area from the north upon arrival; made a 30 degree entry from northeast and reported position and altitude on CTAF. Entered right downwind and reported position and altitude (1200 ft). No other aircraft reported themselves in the vicinity. Turned right base and reported position; right base. Began turn to final and reported position; intentions; etc.; on CTAF. While rolling out on final at approximately 900 ft observed a small Cessna below and slightly ahead; heading 340 degrees; on runway centerline. I immediately applied full power and climbed to 1500 ft over the field just as the intruding aircraft reported on CTAF that it was over-flying the field from south to north. I reported my position and my go-around 'due to the aircraft that just flew beneath me' to which they responded 'sorry; we just got handed off by Approach Control'. The intruding aircraft continued north. I set up for another approach and landed without incident.




Synopsis: Cessna pilot reported an NMAC with another Cessna while rolling out on final to FHR.
Date: 201507
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: Takeoff / Launch
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for takeoff while in position on the runway - pushed power up to 40% and then began pushing up to takeoff power - aircraft started veering left - pulled power back to idle. At first thought maybe I had not waited until power stabilized at 40% and the reason for veering left at start of takeoff roll was because of uneven engine spool up - tried one more time to push up to 40% and something was obviously wrong. We notified tower of the problem and pulled off the runway to have the fire trucks look at us after other aircraft advised us of excessive smoke on #1 engine. We shut down the engine and waited for the fire trucks to look at and clear us and then we taxied back to the gate on one engine. Maintenance immediately advised us that it was probably going to be an engine change due to seeing metal fragments in the bottom of the engine and the engine was not spinning freely.




Synopsis: B737 First Officer reported apparent engine power loss when thrust was increased for takeoff. Rejected takeoff was executed and the aircraft returned to the gate for maintenance attention.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Other remote pilot
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was pilot in command of a tail wheel airplane. The purpose of the flight was to maintain tail wheel proficiency. I was seated in the forward pilot station with a passenger seated in the aft pilot station. We departed to proceed to ZZZ with the intention of performing upper airwork maneuvers enroute to a landing at ZZZ to exchange pilot stations. Winds at takeoff were reported SW at 6 knots.On our arrival at ZZZ the automated weather was reporting winds as SW 8G16. The main Runway XX/XY [at] ZZZ is closed for resurfacing and the taxiway 'A' is marked as the temporary runway. The midfield windsock indicated the winds were generally SW 8G16 with some intermittent change to W and continuing intermittent gusts. On final approach to Runway XX the apparent winds were significantly more westerly. The aircraft touched down on the right main gear first. I used forward elevator to keep the horizontal stabilizer and rudder in an airflow that kept them aerodynamically effective. As the left main gear touched down I applied additional right aileron to arrest sideway drift and left pedal to maintain runway longitudinal alignment.  As the tail wheel was about to touchdown the rudder became ineffective for maintaining runway alignment I applied left braking action but was unable to maintain runway heading and the nose of the aircraft yawed right and the aircraft exited the runway. As the aircraft weathervaned further nose right it slid sideways a short distance and the left wing tip contacted the ground. The aircraft was partially on the runway. Both tires were inflated and there was no apparent damage to the left wing. I elected to apply power and maneuver the aircraft clear of the runway and taxi into the ramp area of ZZZ to secure and inspect the aircraft.




Synopsis: Flight Instructor reported a ground loop on landing in gusty wind conditions.
Date: 201601
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On downwind to LAX for 24R at approximately 5;500 - 5;700 feet MSL; we spotted a drone at our altitude in very close proximity to our aircraft. I would estimate the drone was about 100 feet from our aircraft; and to my left. The drone was small and black with either white/silver/grey markings on it to be more visible. The drone appeared to be opposite direction to us; so it was going west; while we were going east. We were on an assigned heading of 065 degrees out of SMO VOR. We were also descending at the time. The FO was the PF and the autopilot was on. The event occurred around the JAVSI waypoint; but before the downtown area. Due to radio congestion; I was not able to report the event to ATC until we were over the downtown area and about 4;500 MSL. The drone was below our field of vision until it was basically passing us; so collision avoidance had it been on track to hit us; would have been difficult at best. The object also passed us at a high rate of speed. We were speed assigned 230 knots IAS at the time of the event. ATC did an excellent job notifying other aircraft in the area. Visibility was somewhat reduced due to haze and some scattered clouds at our altitude; but as mentioned; spotting this small of an object until it is in close proximity is difficult. There was no disruption of the flight and we landed safely.I realize this is an ongoing issue and I hope it gets resolved soon. When I saw the object; I thought I was crazy for thinking I saw one of these above 5;000 feet. I actually did some research online after this; and I've read about people seeing these as high as 7;000 feet. A system that works with our TCAS would be amazing to have in the future. I'm not sure if the technology is quite there yet. Maybe with the upcoming ADS-B rules; this could be on the table?




Synopsis: Air carrier Captain on downwind vectors for LAX Runway 24R near JAVSI reported a UAV near miss at approximately 5;500 - 5;700 feet.
Date: 202102
Local time of day: 0601-1200
Location: N40.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Ground Equipment Issue; Ground Event / Encounter Weather / Turbulence; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Other Landing and taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Weather; Airport
Primary problem: Weather

Narrative: There are currently no NOTAMs published for N40.Upon landing I see that the runway is not plowed full width; and there are large snow piles on either side of the runway that could result in an impact with low wing aircraft. The taxi way snow piles are high enough that low wing aircraft will strike their wing on them.Also the AWOS-3 has been INOP for at least a year and I've never seen a NOTAM.Someone could easily strike a wing or flap on the snow piles during takeoff or landing and end up in an accident. The problem is caused by the airport management's ongoing failure to publish NOTAMs. N40 has forty (40) separate owners. which may lead to a 'if everyone is in charge; no one is in charge' situation. To prevent this in the future someone needs to tell N40 airport management to keep their NOTAMs up to date. If there are no plans to fix the AWOS then it needs to be removed from the chart.




Synopsis: Pilot reported concerns with the lack of NOTAM publications at N40 airport for known issues. Pilot stated the AWOS-3 has been inoperable for at least a year and has never been NOTAMed.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X departed ZZZ on a 330 heading; direct to his destination. On initial contact I called him Radar Contact and instructed him to proceed direct his destination and climb and maintain FL100. He then informed me that he was [TACAN only mode C] and couldn't go direct; that he would need to be on his current heading for the next 75 miles. I had to coordinate this [with Center] directly since there wasn't time to find him an appropriate route before switching him to [Center]. They seemed a little incredulous; and frankly; so was I. We've been briefed by local management a number of times that these [Cargo Company] departures are in a mad hurry to get airborne every morning because once they seal the cargo; they have 5 minutes to depart or they have to submit delay paperwork to their employer. The problem is that their dispatch files all kinds of different flight plans for these aircraft and every morning we have to try to sift through what is correct and what needs to be changed. The pilots don't confirm their routing and flight plan information because they're in too much of a hurry to get under way. A lot of our tower controllers either don't notice these discrepancies because they're too busy; or they don't care to question it. It puts a lot of added stress and coordination in the hands of departure and ultimately [Center] to try to figure out routing for an aircraft that should have been figured out on the ground before he even got in the air. We've asked our QA (Quality Assurance) staff; to talk to the pilots and dispatch and share our concerns. I've noticed no difference. Either [the QA staff are] ineffectual in getting the point across; or the pilots and dispatch don't care enough to solve the problem.Possibly; reports could intervene by coordinating with the Pilot's 'Reports' or take the time to look into this matter and bring it up with local management. Either way; the situation as it currently sits; I feel is unnecessarily risky. We're launching IFR planes that have no idea where they're going or how they're filed; or what they're type of aircraft they have filed.




Synopsis: TRACON Controller reported routing issues relating to a specific airline company and their procedures.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MU-2B 60 Marquise
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cabin Window
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise FL230 I heard a loud crack and cabin depressurized. I donned oxygen mask and initiated an emergency descent. Passengers [notified] me that the left forward window was cracked. While descending; ATC called and I responded standby. I tuned 7700 on transponder and called ATC and notified him of [the situation] once I had aircraft stabilized in descent. I then diverted to ZZZ.




Synopsis: The cabin depressurized in a Mitsubishi MU-2B-60 in cruise due to a cracked window.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: PA-34 Seneca Undifferentiated
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Weather; Procedure; Airport; Human Factors
Primary problem: Weather

Narrative: I listened to the ATIS information; then checked in with approach control; and accepted the plan to shoot the RNAV Runway XXL approach; with a circle to land Runway YYR. At this point the visibility was 1 1/2 miles with a ceiling of approximately 1200 overcast. Approach control vectored the aircraft for the Runway XXL approach. The aircraft was in IMC conditions throughout the descent and approach and picking up light to moderate rime ice. Approach handed me off to tower inbound on the Runway XXL approach. I checked in with the tower. Tower informed the pilot that the ATIS changed and that the visibility was reduced to 3/4 mile. The pilot requested to continue the approach to straight in Runway XXL. The tower cleared us as such. No mention of runway conditions were given by tower. The pilot descended on the approach; and saw the airport lights and runway environment at the MDA. The pilot being in a position to land continued down to the runway. I was using an extra 5kts of speed on approach due to residual ice on the aircraft. I believe that touchdown occurred somewhere in the first 1500 ft of the 3200 ft runway. Upon touchdown I realized the braking action was nil and that the aircraft sliding. I was aware that it had been lightly snowing at the airport; but was not aware the runway had not been plowed or treated in any way; and was not offered any information to that affect. I maintained directional control of the aircraft but ran out of runway surface by about ten feet striking a runway end light. The pilot was able to taxi the aircraft to the ramp without further incident. The aircraft's props were damaged. No other damage was known to the time of this report.




Synopsis: PA-34 pilot reported poor braking action on landing and ran off the end of the runway.