elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our flight was quite normal until the descent. We were cleared direct ZZZZZ for the RNAV [approach]. We were planning a short hold due to traffic. Descending through FL190 we set flaps 1 as we slowed to enter the hold. A slats locked ECAM was generated. The FO (First Officer) ran the ECAM; I took ATC and entered the hold. Quickly we realized the slats were stuck between 0 and 1; immediate concerns were the effect on landing distance; descent rate; direct law; fuel burn; rwy conditions. We went to the QRH and went first to the performance chart and the fuel burn factors. Landing was possible but less than ideal due to mountainous terrain; steep RNAV approach; runway conditions (reported swept and good; but I feared less than good [braking] with snow or ice; especially at the end of the runway; taxiways were reported poor). Fuel burn factors confirmed [a nearby alternate] was a safe option for fuel; FOB (Fuel on Board) approximately 11;000. [Weather at the alternate] was VFR. We diverted; max alt FL190 and 220 kts. We completed the QRH procedure enroute; there was some confusion on QRH procedures requiring a reread and discussion; but time was ample to verify we were reading the QRH correctly; advised Dispatch; briefed the flight attendants; and made an announcement to the passengers. After further crew discussion I decided [that since we would be dealing with] degraded flight control (direct law); unusual landing configuration; and high approach speed (hot brakes); we [would] request a 10 mile final to get stabilized before dropping the gear and being forced into direct law. Visual backed up by ILS was conducted normally; approach was hand flown to give me a few minutes of direct law flight experience before the flare. Landing was in the touchdown zone and we had selected auto brakes 1 for a gentle deceleration. We had a normal taxi to the gate. After gate arrival brakes maxed out at 350 deg.We were met by [Flight] Manager and went through the protocol. My First Officer was a great asset and performed very well. I thought we worked well together.




Synopsis: A319 Captain reported diverting after experiencing a 'Slats Locked' ECAM on descent.
Date: 201306
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft was marshaled to lead line A and this brought engine directly under jet bridge. I had to raise bridge. If bridge had been any lower this would have been a very bad incident and myself and vendor would have been injured. I was unable to safely pull forward; I turned wheels to left limit to attempt to pull away from engine. I stopped and went down bridge to view engine/bridge proximity. I was now going to turn wheels to right limit to attempt to pull sideways along the fuselage to get to the door. The ramp agents realized they had parked on the wrong stop and they stopped me as they were going to push the aircraft back to the correct stop.




Synopsis: A gate agent operating a jet bridge reported the inbound aircraft nearly contacted the bridge because ramp personnel had used the wrong stop line.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout; received Master Caution; Level 2 'electrical alerts;' Level 1 SEL Electrical MAN; and GEN 3 out indication.  After running QRH procedures; electrical synoptic stated that 1-elec system alerts may be INOP 2-elec panel may be partially INOP 3-system display may be incomplete. (ELEC controller in MAN)  The QRH directed us to reference electrical panel if additional equipment failure occurred. We called Maintenance to see if they had additional guidance (none). We contacted Dispatch via ACARS to see if they had additional guidance.(none)  After considering destination; Maintenance history (recent GEN 3 r+r); equipment failures and QRH guidance; we decided a return was the safest course of action.


Second narrative: Shortly after takeoff; we got a Level 2 ELEC alert; and a Level 1 SEL ELEC SYS MAN. We also had a GEN 3 OFF light on the electrical panel; and our electrical synoptic had parts of normally displayed items (DC Tie 3; AC Tie 3; Gen 3) that were completely missing. Additionally; the Number 3 Generator had recently been replaced. After running the checklists for these alerts; we called maintenance to see if they had any additional information regarding the alerts and checklists we were presented with. Maintenance had no additional information. The QRH directed us to reference the electrical panel if additional equipment failures occurred; and also states that the ELEC PANEL MAY BE PARTIALLY INOP. After considering the QRH; our current alerts; maintenance history; and our destination; we made the decision to return.


Synopsis: MD11 flight crew reports a Number 3 Generator failure during climb. The generator had recently been replaced by Maintenance and the crew elects to return to the departure airport.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Heavy Transport
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: I was training a developmental on his first sector in our area. Aircraft X was on a left downwind at 5100 feet. There was an aircraft on an RNAV Arrival that was going to be second. The developmental turned Aircraft X on a base and descended him to 3000 feet because he was anticipating that Aircraft X wasn't going to descend into the 4700 foot Minimum Vectoring Altitude (MVA). Aircraft X descended quite rapidly and clipped the 4700 foot MVA at around 4400 feet. I didn't expect Aircraft X to descend so quickly. I will make sure the developmental uses the appropriate altitudes and not use anticipation.




Synopsis: TRACON Controller reported an aircraft descended quicker than anticipated and flew below the Minimum Vectoring Altitude.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Oxygen System/Pax
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: For the past few weeks I have been flying with a new First Officer and we have been reviewing a variety of things to help gain knowledge on systems and procedures. While cruising at FL320 and reviewing the emergency descent procedure I pointed out the passenger O2 guarded switch and while flicking the front part of the plastic cover the Passenger Oxygen Caution message appeared. I immediately called the Flight Attendant and assured her that we didn't have any kind of pressurization problem and that I would make a PA announcement. I reassured to passengers via a PA announcement that the plane was perfectly fine and that the dropping of the masks was not related to a pressurization problem. I sent an ACARS message to Dispatch and another one to Maintenance describing the problem. I made another call to the Flight Attendant and she told me the passengers were fine; she had made another announcement reiterating what I had said. We continued to [our destination] where all the passengers deplaned without incident. Maintenance met the aircraft and secured the masks. I can't stress enough that the guard on the switch was never fully pulled up and the button never pressed in.The root cause was reviewing an emergency procedure and the main contributing factor was a very sensitive switch. Explicit communication with the entire pilot group that the switch is not to be touched; bumped [or] even grazed in flight.




Synopsis: CRJ-200 Captain reported inadvertently deploying the passenger O2 masks when he touched the guarded emergency oxygen switch cover.
Date: 201510
Local time of day: 0601-1200
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Galley Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Mild turbulence unstable liquor beverage cart.Liquor cart parked with brakes on.  Turbulence jolt caused cart wheels to turn sideways. Liquor cart fell on its side; corner edge of cart fell on flight attendants leg; leg pinned under fallen cart until 2 flight attendants lifted cart off of her and upright. Iced leg immediately.Leg severely swollen with large area of swelling around shin and towards ankle mentioned some soreness felt in her back as well. Rested leg upright with ice applied to leg shin and ankle areas.RN (Registered Nurse); advised such was appropriate and monitored her throughout flight.Allergy to some medications therefore no medication was given. Wheelchair ordered to escort flight attendant for deplaning. Supervisor met the flight.




Synopsis: After a B777 encountered a sudden turbulence jolt at FL340; a parked galley cart with its brakes on fell on a flight attendant's ankle and shin pinning her. Two Flight Attendants removed the cart. After landing; she required wheelchair assistance.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aerofoil Ice System
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; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Procedure; Weather; Aircraft
Primary problem: Aircraft

Narrative: We got to the aircraft to find Maintenance already on board. The inbound crew had an ANTI-ICE DUCT caution message that came on after they had landed. Maintenance said they had found no issues and reset the system and that is was good for dispatch. After Maintenance signed off and cleared the aircraft for service we loaded up and departed. The weather was overcast and we entered the clouds at about 10;000 FT or so and encountered light icing. Passing through about 12;000 FT we received an ANTI-ICE DUCT warning message that quickly extinguished and was replaced by an ANTI-ICE DUCT caution message. As the First Officer was going through the appropriate QRH procedure; I made the decision that we would need to quickly get a lower altitude and return to the airport; due to the fact that we now were without icing protection on the wings. I did not think that it warranted declaring an emergency; but I did notify the Controller that we needed to return without undue delay. This also required that we would have to land over max landing weight. Due to the conditions we were flying in; with the high potential for icing; the First Officer and I decided that this was the best course of action. We landed without incident and returned to the gate. Maintenance pulled the aircraft out of service for repairs and we received a new aircraft with which to continue the flight.The aircraft had already had issues with the anti-ice system prior to use taking it. I think that the problem that was encountered by the previous crew should have made Maintenance dig a little deeper into the problem and take the aircraft off line. I am not saying that our Maintenance does a bad job by any means....I think they do an awesome job. I sometimes think that there is tremendous pressure put on them to simply 'clear' or 'reset' a system; just to get a flight out. I have had similar issues in the past that have resulted in returns to field; and or diversions that might have otherwise been avoided.




Synopsis: CRJ900 Captain reports being dispatched in an aircraft that had previously been written up for an ANTI-ICE DUCT caution message. Maintenance could find no faults and reset the system. Upon activating wing anti ice after departure the caution returned and the flight returned to the departure airport.
Date: 201503
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D10
ATC / advisory: TRACON D10
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Eleven miles in trail behind an A380; co-altitude (11;000 feet); encountered its (surprisingly violent) wake turbulence. ATC was immediately informed of situation and that we were slowing from our assigned '300 Knots or greater' to 275 knots. ATC vectored us off the Boove1 and changed our assigned runway. I was surprised; as we are taught that wake turbulence spreads and descends. I was flying; the Captain did a very good job and was keeping an eye on the A380 even before this.On the ground I asked the Flight Attendant if she or the PAX had any issues with it; she said no; but it got her attention.Research incident; verify/correct existing Wake Turbulence data. Recommend increasing spacing behind Super-heavy aircraft.

Callback: Reporter stated they were above the A380 (since it had started its descent); 11 miles in trail; and still got 'rocked really good.'



Synopsis: CRJ-200 First Officer reported 'surprisingly violent' wake turbulence encounter in trail of an A380 on approach to DFW at 11;000 feet
Date: 201907
Location: MCO.Airport, FL
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MCO
ATC / advisory: TRACON MCO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: [I] have wanted to write this up many times but always forget by the time I get to the hotel. Did the visual 18R approach into MCO tonight. The controller demanded that aircraft stay at 2;500 feet until crossing the VOR before descending. Doing so puts you extremely high on both instrument and visual glide path; creating an extreme unstable approach just to get back on glide path. This ALWAYS causes full glide slope deflection and 4 white on the VASI. Knowing that we are put into this situation deliberately by ATC is extremely irresponsible. This is an absolute safety hazard and should not be happening and not be tolerated. I presume this is being done to provide separation with the small GA airport under the approach path. Making hundreds of transport carrier commercial flights a day deliberately perform very unstabilized approaches for the benefit of a small GA airport is crazy. Perhaps make those operating from that small field stay low instead of us staying high. I had full scale deflection and was fully configured yet still had to descend at nearly 2000 FPM from 2500 ft. to 1000 ft. just to catch the glide slope from above. Simply unsafe. By the way; as I'm sure you know; TPA plays the same crazy game landing to the north with McDill under the approach path.




Synopsis: B737 Captain raised concerns about ATC procedures into MCO that forces pilots to fly an unstabilized approach.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Reporter organization: Corporate
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Right base entry for VFR landing Runway XXL ZZZ. Cleared to land. Conflict high wing aircraft assigned #2 by Tower instructed to follow us. Conflict aircraft approached us in a right downwind. We received ADS-B and ATC traffic alert for conflict aircraft. Conflicting traffic was visually acquired; reported to ATC; and no evasive action was necessary. Conflict aircraft passed below approx. -150 ft.; approximately zero lateral separation. Conflicting aircraft was not required to take evasive action either.




Synopsis: Pilot reported another aircraft under flew them and missed their aircraft by 150 feet before any evasive action could be taken.
Date: 201305
Local time of day: 1201-1800
Location: NEW.Airport, LA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D NEW
ATC / advisory: TRACON MSY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: The nearmiss event occurred shortly after departing Runway 36L at New Orleans Lakefront (NEW) at an altitude of approximately 15;00 FT MSL; in a Cessna 525B (CJ3). The weather was VMC conditions with unlimited ceilings and flight visibility. The target aircraft was never visually identified in-flight from the cockpit. I was cleared for a 'no delay' takeoff on Runway 36L and instructed to climb on runway heading to 2;000 FT. I promptly flew the clearance as instructed until; at approximately 1;500 FT MSL; I received a TCAS II prompted Resolution Advisory (RA) to 'Climb; Climb' immediately followed by a 'Maintain Vertical Speed' of approximately 4;000 FPM. At 2;200 FT MSL; I received a 'clear of conflict' announcement and quickly descended back down to my assigned altitude of 2;000 FT MSL. Almost simultaneously to the initial RA; I was told to contact New Orleans Approach. As soon as I was able to clear the conflict; I was able to contact and notified New Orleans Approach of the Resolution Advisory and informed them that I was leveling off at 2;000 FT MSL. According to the indications of the TCAS; which is overlaid on the PFD; estimated horizontal distance was incalculable or undeterminable and the estimated vertical distance was at or within 400 FT separation of the target aircraft. It is my belief that the target aircraft was cruising or maneuvering at 1;500 MSL off the departure end of 36L. I was cleared for a 'no delay' departure for reasons I am not sure of. After reflecting on the event; I feel confident that I flew the clearance as instructed with no deviations until the RA was received. I then promptly notified ATC of the RA while simultaneously returning to my cleared altitude once the conflict was cleared. Overall; I am not sure what I could have done differently to completely avoid the conflict.




Synopsis: Corporate departure from Runway 36L at NEW experienced a near miss from an unobserved and unreported target shortly after takeoff resulting in a climb above assigned altitude.