elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
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; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When cleared for takeoff; I taxied onto the runway and made a 90 degree tight turn to align aircraft with departure heading.  Due to tight turn; STEERING INOP message posted.  I stopped aircraft; turned off the nose wheel steering and slowly allowed nose wheel to center so nose wheel steering could be turned on.  The First Officer told the Tower about our actions.  There was a private aircraft on a 3 mile final to the runway we were on.  ATC told that aircraft to go around.  By then the nose wheel steering was reset and operating normally.  We told ATC we were ready for takeoff and then departed. As soon as we knew there was a steering problem; we notified ATC that we were not ready for takeoff.  I stated that nose wheel steering sometimes has problems when a tight turn is involved.  I have been told by Maintenance; and it has been my experience that; by turning off the steering; taxiing slowly; straightening the nose wheel with the rudder and then turning the steering on; the problem has always corrected itself.  Since the reason for the nose steering problem was known (tight turn) and was now operating normally; I felt it was safe to continue.   Maintenance was not contacted to reset the nose steering (since it was now operating normally) nor was this event put in the Maintenance log as 'condition no longer exists' (which I now think I should have done).  If some Maintenance event occurs in the future; I will write it up in the Maintenance log and communicate with Maintenance.




Synopsis: CRJ-700 Captain experiences a nose wheel 'STEERING INOP' message while making a sharp turn on to the runway for departure.  The takeoff is delayed while the steering is reset and an aircraft on final is instructed to go around.
Date: 201412
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Dispatch was advised the involved flight taxied out and was tailheavy. load planning asked dispatch to advise crew of situation and ramp was going to rectify situation by removing approximately 1300 lbs. of weight from rear. Dispatch sent crew message about tailheavy situation and that ramp was going to resolve before departure. crew acknowledged. later after flight reported off ground; loadplanning advised dispatch that ramp never removed weight and flight took off tail heavy. dispatch advised crew once airborne of situation; crew reported that final weights sent to ac before departure did not reflect tailheavy situation; and that crew did not experience any parameters on takeoff that would indicate a tailheavy situation. flight continued on and landed without incident. crew was asked by [a duty flight manager] to file [a safety report].


Second narrative: Number one for takeoff without final weights. Sent msg to load planning after receiving the [ACARS] message to standby; sent msg to dispatch. Dispatch stated we have extra weight in the aft pit that they are rectifying. Some time passed and the final weights came thru. The numbers were within normal range and we departed.


Synopsis: As the outbound A320 approached their departure runway the flight crew was advised by load planning they had a tail heavy weight situation for which 1300 pounds would have to be removed. Shortly thereafter a final weight message reporting an acceptable Center of Gravity/stab trim setting was received and the flight departed and completed the segment without incident.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after our hand off to Departure CHT 3 shot up 200 degrees into the red instantly with a concurrent small engine 'knock' and slight power loss. I immediately took flying duties from the PUI; reduced power and started heading back towards the field. I informed ATC of our need to return and they cleared us for whatever runway we needed. We entered a normal left downwind for 9L and landed without incident.




Synopsis: SR20 instructor pilot reported the engine experienced a sudden number three cylinder head temperature increase with an associated knock shortly after departure. Instructor elected to return to the airport of origin and landed without incident.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Training / Qualification; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We had an] EICAS LE Slat Disagree message. On downwind for an approach to 08 we selected flaps 1. Midway through the extension we got an EICAS message 'LE SLAT DISAGREE' with associated light. We declared an emergency; requested Airport Rescue and Fire Fighting (ARFF) ran the QRH checklist and [alerted] the flight attendants. We landed flaps 20 which was uneventful.




Synopsis: A B757 EICAS alerted LE SLAT DISAGREE so the crew declared an emergency; completed the QRH and made an uneventful flaps 20 landing.
Date: 201708
Local time of day: 0001-0600
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure; Company Policy; Chart Or Publication
Primary problem: Procedure

Narrative: I was working pacific when Air Carrier X called me on the departure opposite direction (we were South; he departed North). We've complained about this procedure and this is the third time they've entered below the Minimum Vectoring Altitude (MVA) that our crew knows about. Air Carrier X was entering a 3500 foot MVA level at 3000 feet because we did not talk to him in time. If it was 1 minute later Air Carrier X would have hit a 5200 foot MVA; followed by 5800; 7800 foot MVA. Change the procedure. Opposite direction departure should not be cleared well below the mountains when they turn into the mountain within a matter of minutes.Change the procedure. Opposite direction departure should not be cleared well below the mountains when they turn into the mountain within a matter of minutes.




Synopsis: Air Traffic Controller reported a departure on a SID that did not make contact in a timely manner and flew below the Minimum Vectoring Altitude.
Date: 201907
Local time of day: 0601-1200
Location: U10.Airport, ID
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G U10
ATC / advisory: CTAF U10
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was a few thousand feet above the U10 (Preston) traffic pattern; northbound. I had been making radio calls on Preston UNICOM to notify my location and intentions. I flew over the runway to and looked to make sure the runway was clear. Everything was fine. I began my descent and circled around; entering on a 45 degree for a left downwind for Runway 3. I continued to give position reports and joined the downwind. There was still no sight of anything on the runway. I then made a left base for Runway 3; along with another position report. There were no other calls or reports made on the Preston UNICOM except for an airplane that was about 10 miles out. I then continued to turn final for Runway 3 along with another position report. The runway looked clear and I landed. Just after my wheels touched down and I was too slow to take back off; I suddenly saw a blue crop duster flying right towards me. They were just barely airborne and over the grass to the east of the runway. I got as far left on the runway as I could as the crop duster flew past me; to the right and above me. It seemed as if the pilot originally took off from the grass on the east side of the runway. When I could; I pulled off the runway and re-listened to all of the transmissions and sure enough; the other pilot had not made any position reports. I took back off; and later I came back for another landing. Just after I entered a left downwind for Runway 3 and made a position report; I saw the same crop duster pull onto Runway 21 and takeoff parallel to my downwind. Again; the crop duster made no calls on the radio at all; and after wheels up; they immediately made a left crosswind and departed the pattern.




Synopsis: DA40 pilot reported a conflict on the landing roll at U10 when a crop duster took off opposite direction apparently without communicating with UNICOM.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Weather Radar
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Manuals
Primary problem: Human Factors

Narrative: Arriving at the aircraft during powering up for first flight off the day during preflight discovered the weather radar was left on. Not sure how it got left on at the gate since it was an overnighting aircraft and we just arrived to it. Radar was turned off and continued on with other preflight duties.




Synopsis: B737 First Officer reported that the aircraft weather radar was left on overnight.
Date: 202003
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other During Training
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: [Airline] should not be doing [training] events during the current national situation. Doing events 'needlessly' puts three people in to a small classroom...that probably was used by three others right before they got there. And three before them. Was the classroom sterilized? And then those three people get in to a small sim cockpit for 3-4 hours; talking a lot (which results in a lot of aerosol saliva) and well within 6 feet from each other.They get out of the sim...and three more get in.XXXX; XXXX; and the other experts have spoken; and the edicts have been given: social distancing... and employers should not bring employees in unless absolutely necessary. Cycle sims are not 'necessary.'  Not getting them done is not going to impact our operation in the least. Events could be delayed for 1-4 months for this national issue.  Call the FAA; and get whatever waiver is required. [State] doesn't have as strict edicts as many other states; but even so Governor [name] has stated employers need to cut on-property workers by a minimum of XX%. Has [airline] done anything close to this? Has the Governor called the FAA to get the waiver. Get it done.Yes; there are still pilots getting into real cockpit together and flying trips. Got it. That's a different issue. This is about mitigating the risk in the [company] environment; for a large group of pilots that do two-days there; and then spread back out to their domiciles.As a minimum...as a BARE MINIMUM...[airline] should at least be complying with the government's 15 day window of minimizing social interaction. Do we honestly believe that stopping some training events like these are 'mission essential'?Getting pilots infected in the sim because of the massive amount of social interaction that occurs at the microscopic level in [airline] is inexcusable for training that can be delayed. Let's get [training] shut down for a few weeks; and anything else that doesn't pass the common sense check.




Synopsis: Air carrier First Officer reported problems associated with required training and social distancing.
Date: 201605
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Time Pressure
Second reporter function: Captain; Pilot Flying
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flight to LGA was turning final descent from 3000 to 2000 ft. A TCAS TA alert from drone was received in the cockpit; from the TCAS system reporting 200 ft below TA call out; twice after visual sighting of the drone by the FO.Be more aware of possible drone incursions into controlled airspace during takeoff and landing.

Callback: The reporter stated his estimated the UAV size as 4 ft X 4 ft with a turquoise top and travelling at a high speed. It was close enough that he clearly saw the blades. At the time of the encounter his aircraft was at 2;300 ft over the bay in a left turn toward Runway 22. ATC did not have the transponder traffic. The crew was confused by the transponder return and additionally puzzled why a TA alert was issued with the traffic reported at -200 when a RA should have been issued.

Second narrative: On approach to Runway 22 LGA; while on a vector and joining the Localizer the PM saw a quad drone cross from right to left under our aircraft. The PM estimated the drone flew approximately 200 to 300 ft feet below our altitude. We also received a brief TA that appeared to correspond to the position of the drone. We were not informed of any other traffic that could be a factor; nor did we see any other traffic in the area.


Synopsis: B737 flight crew reported a TCAS TA alert descending from 3;000 to 2;000 ft while turning a left base leg to final for LGA Runway 22.
Date: 201605
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cockpit Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I did everything according to my duties and I slammed the flight door like I usually do except this time I didn't double check it by pulling the door knob. To this point of this event everything was good until we were ascending and all of sudden I see a bright light and I asked the FA C what was that and she said the flight door flew open and I thought I heard the lavatory flew open. So I sat there because we were ascending and very steep at that time. All of a sudden FA C got up and slammed the door closed and sat down quickly. She told me the inside latch was not flipped down. Then I asked again if the flight door was the one that flew opened and C said yes. I told C I was sorry for not getting up immediately when C told me the door flew open. I told C I thought she said the lavatory door flew open and since she didn't immediately get up I assumed it was the lavatory door. The weird thing about this event is that the door closed when usually other times it prevents it from closing. At least that has been my experience.I always double check the flight door but this time I didn't because I slammed it so I assume it was closed; so going forward I will always double check the flight door. I feel C should have gotten up immediately and closed the door when she saw it had opened. I feel pilots should always reminds us to flip the latch down.




Synopsis: B737-700 Flight Attendant reported the cockpit door swung open on initial climb after it was closed on the ground without flipping the latch down.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed on an empty reposition flight. The two legs that we previously flew in the aircraft were uneventful as was the departure. We had just started an intermediate descent from FL390 when and I smelled smoked; to clarify this was an intense acrid smell much like burning metal. Immediately we shut off the cockpit pack with the thought that this was perhaps the issue. The smell persisted and when we turned around to examine the cabin we noticed that there was hazy grey smoke filling it. Our next action was to turn on our oxygen masks and turn the cockpit pack on and turn the cabin pack off; at this time we also isolated the cabin electrical power by turning off the interior master switch. As the smoke was not dissipating we made the decision to execute an emergency descent. At this point we declared an emergency and decided the ZZZ airport was the best option considering that the smoke was not dissipating noticeably and that we could not positively identify its source. During the descent I handled the radios and manipulated the aircraft while the First Officer ran the checklist for environmental smoke or odor in the cabin as well as that for electrical smell or odor - unknown source. At approximately 10;000 feet our focus became the approach and landing. We turned onto the localizer at approximately 20 miles. We regrouped and reconfigured for the landing which was uneventful. The Airport Rescue and Firefighting (ARFF) met us on the ramp. They came aboard and inspected the aircraft for any sign of ongoing fire. By this time the smoke had dissipated. The aircraft was declared safe and the ARFF team left. We assisted maintenance in troubleshooting the problem; discussed acceptable options and secured the aircraft for the night. Further training on pack failures and regular inspection by maintenance of the packs to determine potential failures.




Synopsis: CE750 pilot experiences an intense acrid smell descending out of FL390 and the cockpit pack is turned off. The odor persists and the cabin pack is turned off and the cockpit pack turned on. Oxygen masks are donned; an emergency declared and the flight diverts to the nearest suitable airport.