elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after taking of runway 09R in ZZZ we were climbing out of approx. 10;500 feet when I saw something black and of roundish shape out of the corner of my eye from left to right.  It impacted the aircraft.  My First Officer (FO) stated 'that's a bird'.  As soon as it impacted the aircraft we immediately got an ECAM for ENG 2 STALL.  Assuming that it was a bird we felt that it had gone through the engine.  My FO stated that he also saw the engine indications decrease.  We requested ATC to level of at 13;000 feet and to turn back to ZZZ.  The engine did stabilize and seemed to be working normally.  The FO briefed the flight attendants and then I made an announcement to the passengers.  A normal approach and landing was made.   We were below max landing weight.  We pulled off of the runway and had the emergency crew do a drive around the aircraft as a precaution.  They stated that they did not see anything unusual so we taxied to the gate normally.




Synopsis: An A319 Captain reported abnormal engine indications after a bird strike shortly following takeoff. The flight crew elected to return to the departure airport.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On descent [I] heard the unmistakable sound of loose cans moving in the lower forward cargo compartment. Landed uneventfully. This is the third such event I have experienced in the last 7 days and all three had the potential of disastrous outcomes; had the resulting load shifts been significant enough to move the CG (Center of Gravity) out of limits; or move it fast enough during takeoff or landing to cause loss of control of the aircraft. Obviously; lives were at risk both in the air and on the ground from this event. FAA certification is also at risk in such events.Maintenance personnel determined floor locks were not defective and therefore had been left down by the Ramp Load Crew. Load crews need emphasis in training as to how deadly their mistakes can be; whether it is in improperly positioning the locks or failing to recognize when hardware is deteriorating to the extent that maintenance needs to be accomplished. While on the subject; I will also mention I have had to intervene in loading operations on numerous occasions when it was obvious that unnecessary force was being used in movement of cans to the extent that potential for significant damage to the aircraft could have occurred; especially floor locks and rails. This is also a training issue.




Synopsis: Air carrier Captain reported cargo load shifts related to deviations from SOPs.
Date: 202008
Local time of day: 0001-0600
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger in XX2 was asked 4 times to have his mask on.  Passenger in YY1 told XX2 to hold a bottle of water; use it as an excuse enabling him to keep talking to YY5. [Passenger] YY1 then pulled his mask off and pretended to be drinking through the flight. During final approach he was again asked to put face mask on and he did not comply. He proceeded to eat something just to keep himself from wearing the mask. [Passengers] YY5 and YY1 would not comply with the seatbelt PA during turbulence and taxi-in. Both passengers YY1 and XX2 were standing up during taxi. Both were ask to take their seats and they did; but not properly.




Synopsis: Flight Attendant reported the misconduct of a group of passengers during the flight regarding compliance with face mask policy.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Carburetor
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew; Person Maintenance
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to landing; I discovered the throttle would not completely close resulting in too much power for a normal approach/landing. On very short final I turned off the engine and landed the airplane. When on the ground I notified the Tower that I had turned off the engine on short final and would be coasting off runway at Taxiway-F. I announced to the Tower that I had cleared Runway-32 and would attempt a restart to taxi to the FBO. On restart; the engine speed remained high as the throttle would not close completely. The Tower instructed me to taxi to the Ramp via Taxiways 'A' and 'E'; which I did without issue. Mechanical work [was] performed by an FBO over the next two days and resulted in the discovery of a detached Accelerator Pump Discharge tube in the carburetor and subsequent replacement with a factory overhauled carburetor. At no time was there an emergency situation; or a declaration of an emergency situation by the pilot.




Synopsis: A single pilot reports he had to turn off his engine in a C-170 aircraft on a very short final because the throttle would not close completely resulting in too much power.
Date: 202202
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Cruise ....wake turbulence caused an aircraft over speed. Mach 0.83 for three (3) seconds.I can't really give an answer to help prevent this occurrence. It is not uncommon for this to happen and cannot be addressed until it occurs. Once it occurs we can make certain changes such as changing altitude or flight path.




Synopsis: A320 pilot reported a short-duration overspeed occurred in cruise flight; and cited wake turbulence as the probable cause.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aircraft Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: At the gate in ZZZ; I noticed there was no tape on the center Pedestal Gap. The tape is supposed to stop paper from slipping through a gap and ending down under the pedestal. I knew I had just read in a Safety Notice that Maintenance would be correcting the problem. I called Maintenance and told them there was no tape on the pedestal to block the gap and to see if they could send out a Maintainer; and they said they could. They also said they knew of no requirement for the tape or that there was even a need for it.When arriving at the aircraft I discussed the issue and the Maintainer said they were not familiar with the problem. I said I had called the Chief Pilot on Call and he was trying to find the article I had read; since he had also just recently read it. I asked the Maintainer to open the panel. He did and we were both glad that he did. For the next five minutes; he pulled over 50 sheets of paper out from the pedestal wiring and others stuck against the pedestal framing. Many sheets were brown from heat and brittle. I then noticed that the panel he removed actually had tape on it. Scotch tape that had been broken; allowing sheets to slip under the panel. The Maintainer took a picture of the emptied area. He then taped the area with a black tape the looked like Duck-tape but thinner. He took the papers to show his supervisor.




Synopsis: B737 MAX 8 Captain reported over 50 sheets of paper were found underneath the center pedestal; which had slipped through a gap that is usually taped over.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: I was loading the rear of flight XXXX on [Gate XX]; ZZZ-ZZZ1; when [Gate XY] was pushed out for departure. It was sent across to the C side for departure. Entirely too much power was used to make the turn to go across. I just managed to turn around and grab the belt loader to keep from being knocked to the ground and; while I had my back turned to the departing aircraft; I saw a package go flying past and underneath my aircraft. When the wind stopped; I turned around and found a plank in excess of six feet long with nails sticking up out of it less than four feet away from me and numerous ones scattered and broken in my gate area. [A] vehicle; which had stopped short of the tail of my aircraft; had the wooden bed slats blown out of the truck bed from the blast from the engines. The package ended up on [Gate XZ] along with several slat boards that; fortunately; went underneath the plane instead of up into it.




Synopsis: Air carrier ramp personnel reported aircraft pushing off adjacent gate used too much power causing equipment and FOD to be blown across tarmac.
Date: 201908
Location: P50.TRACON, AZ
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: B737 Undifferentiated or Other Model
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
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Descending via the EAGUL arrival runway 26 in VFR smooth conditions encountered moderate wake turbulence from preceding 737 estimated at 7 miles ahead.  Seatbelt sign was off but turned on at first indication of wake.  Coordinated with ATC for a 1 nm offset. Prior to the offset encountered wake a second time.  No injuries.  I did not make the FA turbulence commands over the PA because it happened so fast and my attention was on aircraft control and I didn't have time.  The bank rolled left and right but we did not exceed any limitations.  The first encounter only kicked off the LNAV and the second kicked off the autopilot because it could not control the bank.  Made reassuring PA after verifying FA was safe and no injuries.




Synopsis: B737NG Captain reported encountering wake turbulence on arrival into PHX in trail of a B737.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
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: Engine
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Apparently encountered the 'Ice Crystal Icing' phenomena while in cruise; in IMC; at FL380; storms in our area but not close. FMC indicated 'buffet limit'; as the autothrottles retarded from .78 to a commanded .74 mach. Max altitude/optimum altitude in FMC went from 38.4/39.2 to 34.5/34.5; as we slowed at FL380. Total Air Temperature (TAT) was 0 degrees; and we did have moisture that appeared as light rain on the windshield. There was no noise or odors associated with it; as mentioned in the QRH. We did not overfly any storms; which the QRH warns against; nor were there any radar returns indicating possible engine ice crystal icing. The checklist was accomplished; and as the engine Anti Ice (A/I) was turned on; the FMC slowly returned to normal; and the mach slowly climbed back to the previous .78. We did not end up disconnecting the autothrottles; as they did respond with power after we recognized the problem; but if it happens again I will most likely disconnect them.Recommend watching for the 0 degrees TAT; and especially an uncommanded speed drop while in cruise in IMC.




Synopsis: A B737-NG FMC indicated 'BUFFET LIMIT' as the autothrottle reduced thrust to maintain M.74 from M.78 at FL380. The Total Air Temperature was near Zero; with no apparent icing and no radar returns but the crew suspected engine core icing and followed the QRH to counter the suspected Ice Crystal Icing phenomenon.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Airport
Primary problem: Airport

Narrative: Landed to drop off a passenger and taxied to GA hangars to drop him off. Proceeded to return to take off asked ground for progressives and he responded 'return the way you came in'.I proceeded the way I came in and the taxiway ended in the middle of the runway (there was not a parallel taxiway) and I inadvertently stopped on the do not cross markings. Contact was then made with the tower for back taxi on the active runway and then takeoff.Perceptions: I proceeded on a clearance of 'return the way you came in' which included taxiing down the runway to the exit point. I was prepared to taxi down the runway as a taxiway but stopped on the do not cross markings to confirm and contacted the tower for continued taxi.I believe what caused the problem was the knowledge that the flying that the controllers were there to control (national guard) was done for the day and the controller and the pilot were unusually relaxed about the communications.More professional radio work would result in more professional reactions for both parties.




Synopsis: When asked for a 'Progressive' Taxi in a Lake Amphibian LA-4; the pilot misunderstood the Controller's instructions. The pilot didn't realize the instructions included taxiing down an active runway.
Date: 201810
Flight conditions: IMC
Aircraft: Beech 1900
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise we were at 22;000; we climbed high to avoid moderate icing. We were above the clouds and the temperature had dropped significantly so we began to add more and more heat from the bleed system. As we added heat a noticeable smell began and grew stronger and stronger. After a little while it began to burn our eyes and throat. We discussed the matter and began our descent. I elected to set the pressurization to 10;000 feet to slowly de-pressurize hoping it would draw the smell out of the cabin. This was mildly successful. We landed without further incident and squawked the aircraft. We never had any visual sign of smoke but the smell was acrid enough that we wanted Maintenance to look into the source. The smell resembled a Sharpie marker. No clue [what caused it]; something in the bleed system was aggravated by the heat.




Synopsis: Beech 1900 Captain reported experiencing strong fumes in the cockpit when calling for increased heat at a high altitude.
Date: 201807
Local time of day: 0601-1200
Location: OMDB.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center OMAE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On a published section of the IMPED 3C STAR; near point DB520. We were descending to 8000 ft. and had slowed to 230 KIAS directed by ATC. Autopilot was engaged. Passing through 9000 ft.; we encountered what felt like wake turbulence from a preceding aircraft. The aircraft began an abrupt left bank; throttles were at idle. I thought the autopilot would correct the attitude; but when we reached about 30 degrees of bank; I disconnected the autopilot and began to roll right to wings level. I didn't catch it in time and the Pilot Monitoring (PM) noticed on his PFD that a momentary over bank warning displayed. At the time I began rolling back to wings level; the stick shaker momentarily activated. Our minimum clean wing speed was 210 KIAS and we were holding 230 KIAS. That did not make sense to me; but I simultaneously reduced pitch and increased power; but I failed to cross check my Angle of Attack indicator. I never believed we were airspeed critical and not sure why we had a momentary stick shaker. Once I got the airplane back to wings level and back on course; autopilot was re-engaged and worked normally the rest of the flight. An aircraft behind us reported a similar event. Another reason for this report was that I failed to write up this event. We had 2 hot brakes after landing which we wrote up; and I forgot to check the FOM at the aircraft. Once at the hotel; I checked the FOM and realized my mistake. I tried calling the ramp; but couldn't get through; so I notified the chief pilot. I completed the write up over the phone with a maintenance representative. The aircraft had already departed Dubai.Cause: Either high altitude windshear/turbulence or wake turbulence from preceding aircraftSuggestions: I don't think a flying event like this can be eliminated because of environmental events. My mistake in not writing up this event had to do with not having time in a congested area to make a write up when it happened and then forgetting the event after landing. Probably a better personal discipline to research/recollect everything before leaving the aircraft.




Synopsis: MD-11 Captain reported encountering wake turbulence on arrival into OMDB.