elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Door Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: First Officer was flying [Runway] XXR departure. Took off. Started the turn and climb to the east. At that point we received an aft cargo open ECAM message. It went off moments later. Then came on again and went off again. Then it came on again. At that point I told the First Officer he had the radios and that we were [advising ATC] and we wanted to return to ZZZ; but since we were overweight; I wanted to run through the Overweight Checklist as well as deal with the cargo door issue. We were vectored within in the ZZZ area as I went through the Overweight Checklist; talked to the Pilot Flying and took the passengers we were returning to the airport. The cargo door ECAM cleared itself as I was going through the checklists and did not come on again. We never went above 9;000 ft. We switched controls and I land uneventfully on [Runway] XXL. ZZZ approach set us up nicely for the approach back into ZZZ. We landed flaps full; brakes off. Returned to the gate with out any issues. The Maintenance Manager meet us at the gate and we reviewed to book. The cargo door had been a repeat issue. Talking to the Maintenance Manager he thought the aircraft should have been pressure check to ensure the aft cargo door was working properly. Ensuring all maintenance is completed to everyone's satisfaction.




Synopsis: A321 Captain reported a cargo door warning light illuminated on climb out; causing an air turn back and precautionary landing.
Date: 201603
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; 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; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Both the first officer (pilot flying) and I (pilot monitoring) earlier in the flight briefed and verified with the aircraft flight management system the RIIVR2 arrival and ILS Runway 25L approach in LAX. We were then cleared by ATC to proceed the RIIVR2 arrival to ILS 25L LAX. LA Center advised us that we were the lead arrival airplane and to keep our speed up to 300 knots or greater. We were then cleared to proceed direct to Gramm intersection and cross Gramm at FL180 and 280 knots and handed off to SoCal approach. We complied with the restriction at Gramm intersection and then received an amended clearance to proceed direct to Krain intersection and initially cleared to descend to 14;000 feet and to keep our speed up.Our next clearance was to cross Krain at 10;000 feet and cleared the ILS 25L. We were then given clearance to reduce speed to 250 knots. The airplane was in managed descent mode and the crossing altitude of 1900 feet at Limma intersection was set in the FCU. As we descended through approximately 10;500 feet the airplane made an unexpected aggressive roll to the left. Both the first officer and I assessed the situation and were figuring out why the airplane was making the unexpected left turn when I noticed the approach arm button had been activated which changes the managed descent mode. I then asked the first officer to disarm approach mode and by the time this was done the airplane had descended through 10;000 feet prior to Krain intersection and our speed was above 250 knots. We stopped descent; re-engaged nav mode and slowed the aircraft. There was no other traffic in our area. The remainder of the approach proceeded in a normal manner.


Second narrative: [Report narrative contained no additional information.]


Synopsis: A321 flight crew reported selecting approach mode early on the LAX RIIVR2 causing an unplanned turn to the unstable localizer signal. Crew overrode the automation and corrected back to the proper course.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While executing a routine aircraft verification flight at FL450 felt an unusual vibration and could not determine whether it originated from one of the engines; or whether it was a control surface issue. Immediately requested to leave FL450 and return to land.Controllers were very proactive giving us direct clearances and allowing us to land in a short amount of time.




Synopsis: Phenom 300 flight crew reported unusual vibrations during cruise from an undetermined source.
Date: 201511
Local time of day: 1201-1800
Location: SHD.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E SHD
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I discovered yesterday that I have been flying model aircraft 4.02 miles from Shenandoah Regional airport without first notifying them. I had previously measured the distance as over five miles but while listening to my scanner heard an aircraft on approach to runway five report four miles out while abeam my location. I then used GPS on my phone to precisely determine my location relative to the airport and found I had made a measuring error in my initial location check. At no time have I flown models above 400 feet AGL and at no time have I ever flown while full scale aircraft were visible in the area; but I take regulations seriously and consider this a serious breach of etiquette in addition to a regulatory error. I will visit the airport and determine the best way to notify them of my intention to fly models at any time in the future. There was never a real safety issue here; but this incident certainly points out the need for more readily available fly/don't fly information for model aircraft operators. I understand the FAA has a system that provides the necessary information in beta test now and very much look forward to seeing it go live.




Synopsis: Model aircraft pilot; who is also a private pilot; discovered that he has been operating his model aircraft 4 SM from SHD airport while believing he was outside 5 SM previously.
Date: 201606
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was purser. The aircraft was turning on descent and flew thru unreported wake turbulence. I received a call from [a] flight attendant who was in the coach galley. [He] informed me that [another Flight Attendant] was injured during the turbulence. I went to check on [her]. She had been thrown against door 2R and hit her head and back. She was sitting on the jump seat talking to me. She appeared to be in a lot of pain; was talking slowly and kept repeating herself. I called the pilots and requested an inflight supervisor meet the airplane upon arrival. We landed and there wasn't a supervisor there to meet us. The Captain called for paramedics who took [her] off the airplane (after all passengers were off) in a wheelchair.




Synopsis: Air carrier Flight Attendant reported another Flight Attendant was injured after the aircraft encountered wake turbulence.
Date: 201505
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Dispatcher
Anomaly: No Specific Anomaly Occurred All Types
Result: General None Reported / Taken

Narrative: The training for dispatchers covered the numbers and systems of the aircraft. The training did not cover the actual system and routine dispatch of the fleet. QRH and irregularity information was not covered. I have done some studying on my own. However I am not comfortable advising or assisting other dispatchers with this fleet.




Synopsis: Dispatcher reports inadequate aircraft systems training.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Snow; 10
Light: Daylight
Aircraft: PA-34 Seneca Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Weather

Narrative: While descending from 17;000 FT in IMC we passed through a snow storm and lost the air speed indicator. While in the descent the airspeed fell to 120 KTS and continued decreasing to 60 KTS and I became concerned with an imminent stall and lost altitude awareness. When the airspeed went to zero I looked at the GPS airspeed which was nearly 200 KTS ground speed and realized we had a faulty airspeed indication and slowed our descent. I had checked the pitot heat operation before take off and my Mechanic checked it post landing. Both times pitot heat was operational. After descending below the clouds the airspeed indicator became operational again.




Synopsis: A PA34 lost the airspeed indicator in descent probably due to pitot icing. The indicator returned to normal after leaving icing conditions.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Glider; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was flying a Piper J3 Cub with receive only radio capability. I was listening to the traffic and spaced myself accordingly. I was rolling out after landing on runway 23 and saw an aircraft on about a 2 mile final for runway 5. I tried desperately to make myself visible by s-turning from one side of the runway to the other. I expected the aircraft on final to see me and go around. It did not go around; it landed. I exited the runway onto the dirt south-side. I think it was then that the other pilot on landing rollout finally saw me and took off. The other aircraft passed approximately 150 feet overhead. Once he was clear I got back on the runway and taxied to the first taxiway available to exit the runway. Fortunately I was in an aircraft that was slow and had the capability to get off the runway before the taxiway. No harm to the aircraft. The wind was favoring runway 23. The other aircraft was a flight school aircraft practicing ILS approaches to runway 5.




Synopsis: The pilot of a J3 Cub reported a ground conflict during landing at a non-towered airport with an aircraft on an opposite direction practice instrument approach.
Date: 201504
Local time of day: 1201-1800
Location: LAL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D LAL
ATC / advisory: Tower LAL
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Departed Lakeland Airport event as part of a continuous line of departures. The VFR departure procedure instructs to fly 'straight out' (in this case due west) until 3 miles from airport before turning on course (reference NOTAM). I departed Runway 27 and flew due west at 800 feet and 95 mph. Shortly before turning on course to 240 degrees; at about 2.5 miles from the airport; a fast low-wing airplane crossed above me; from left to right; at about a 45 degree angle to the northwest. I didn't see the airplane until it was directly overhead and moving very quickly to the northwest. I recall that the aircraft cleared for takeoff behind me was a Bonanza; which was very likely the fast airplane I observed crossing my path. Fortunately; I was flying below the typical 1000 MSL; so we didn't touch; but otherwise... My high wing and the Bonanza low wing set up the perfect 'can't see and avoid' situation. This was compounded by the close sequenced takeoff timing at LAL; the Bonanza pilot turning on course before the 3 mile limit; and the lack of radar (transponder) advisories. In addition; Bonanza pilot was apparently unaware that he was following a much slower aircraft (200 MPH vs 100 MPH cruise). On departure; he should have noted that slower traffic was ahead and moderated his speed accordingly. The NOTAM is very clear about matching aircraft speeds for the approach pattern and approach holding pattern; but is silent on the departures. If the Bonanza had reduced power until the 3 mile point; then our separation would have been improved.




Synopsis: After departing using the departure procedure described in the NOTAM; the pilot noticed a faster aircraft pass overhead. This other aircraft apparently turned earlier than the designated turn point.
Date: 201811
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Received from the USPS mail parcel on for [destination airport] flight with lithium battery UN3481. USPS should not give [company] mail parcels with lithium batteries.




Synopsis: Ground Agent reported US Postal Mail containing Lithium Ion batteries accepted for shipment.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff just before the 100 knots call out; we heard a loud bang and the airplane vibrated. I aborted takeoff; checked engine instruments; and the engine had high EGT-- close to limit.ECIAS indicated ENGINE FAIL L. Another flight reported a large flame that came out of the left engine during the event. We came to a slow taxi and turned off the runway. We made an announcement for flight attendants and passengers to remain seated. After exiting the runway; we stopped and did checklists: We did ENG FAIL L CHECKLIST; then we did ENGINE LIMIT SURGE STALL CHECKLIST. We had N1 and N2 rpm near normal. The left engine instruments stayed within normal range at idle except EGT was high; but was still below limit. If I advanced the left engine past idle; we got high EGT temperatures.We checked the BRAKE temperatures and they were within limits. We taxied back to the gate with the engine at idle due to high gross weight. I spoke with Dispatch and a human factors representative for a debrief on the event.




Synopsis: During takeoff a B777 left engine compressor stalled so the Captain rejected the takeoff. The engine had developed a high EGT and the EICAS alerted ENGINE FAIL L so the ENGINE FAIL and SURGE STALL Checklists were accomplished with a returned to the gate.
Date: 202007
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 350
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D SDL; Class E PHX
ATC / advisory: Tower SDL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Human factors: Distraction; Confusion; Communication Breakdown; Training / Qualification
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Prior to departure for our flight I briefed the First Officer that there is a lot of VFR traffic and flight training in the vicinity of our destination airport. Well in four miles of that airspace lining up for a right base we got two separate RAs; one to climb and one to descend. Both times we came within 200 ft. vertically of the aircraft which we eventually saw. Plus we got one additional TA for a third aircraft. All three other aircraft were not on approach control's frequency. We had just been handed off from approach control to the tower. Busy airspace with a lot of local flight training from students training at an adjacent airport. Suggest air work flight training not be allowed in the airspace between the two airports.


Second narrative: While on approach and cleared for the Visual Approach by Approach Control we were handed over to Tower. As we were descending through around 5;000 ft. we were receiving multiple targets on the TCAS and after first receiving a TA it quickly turned into an RA. I notified the tower that we were responding to an RA and were told to advise when clear. Shortly after; we received another TA which also turned into an RA. We notified the tower of the second RA and eventually when clear of the second conflict we advised the tower and we were instructed that we were clear to land.Busy airspace due to proximity to a major airport and multiple other airports in the area; the airspace is very busy with both corporate jets and piston aircraft. In short; the immediate airspace was saturated with traffic. Not quite sure what would be a good remedy to prevent this from happening again. Personally; I believe the only way would be to remain on an instrument approach with defined separation from other aircraft. However; that is not always possible in VMC conditions as other aircraft may be operating on a VFR flight plan and not necessarily communicating with ATC. Also the lack of TCAS on most small GA aircraft precludes from safely acquiring traffic.


Synopsis: Corporate flight crew reported responding to two RA's for traffic they had not been advised about when switching from Approach to Tower frequency.