elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 0601-1200
Location: MVN.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G MVN
ATC / advisory: UNICOM MVN
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Time Pressure; Troubleshooting
Anomaly: Deviation - Track / Heading All Types; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Ground Personnel
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Incorrect / Not Installed / Unavailable Part
Primary problem: Airport

Narrative: IFR flight plan from ZZZ TO MVN.  MVN voice ASOS reported winds as variable at 3 knots.  Foreflight reported 'observation not available for MVN.'  Turning base to final for Runway 5; I knew I had a tailwind and I double checked the gear which when up feels like a tailwind.  As I was turning base to final the FBO transmitted the ASOS was incorrect; the winds were 280 at 15 gusting to 18.  I made a low approach entered a left base and landed Runway 23.  The landing was uneventful.  I thanked the FBO for the heads up call.  The FBO said this was a problem when the wind was out of the north and northwest and it had been reported to FAA.




Synopsis: General aviation pilot reported an unexpected tailwind during final approach to MVN airport and was told the ASOS has been reporting incorrect wind information.
Date: 201406
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
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: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
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: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of oil quantity on Number 2 Engine. Shut down engine per QRH when oil pressure dropped below normal parameters. Declared emergency and diverted to a nearby airport.


Second narrative: [Report narrative contained no additional information]


Synopsis: An MD-11 flight crew shut down the right engine diverted following the loss of oil quantity and pressure.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; 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 FLC Overrode Automation; Flight Crew Regained Aircraft Control; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In compliance with the SID we were climbing to the assigned altitude departing ZZZ on the ZZZZZ departure. We were assigned a new heading to proceed northwest bound. The Captain set the new heading then we quickly noticed that the autopilot was not engaging. The Captain was able to use the Touch Control Steering to initiate the turn to the assigned heading. Shortly after; the aircraft started a sudden left roll which was unexpected. This was when we attempted to disengage the autopilot. The Captain asked me to inform ATC that we needed to return back to ZZZ. We were able to regain directional control. We landed at ZZZ; VFR conditions with no issues.


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


Synopsis: CE560 flight crew reported an autopilot malfunction resulting in a return to the departure airport.
Date: 201808
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Airport
Primary problem: Airport

Narrative: On the takeoff roll; a bird strike occurred shortly after the 100 kts call. Visibility was good but it was not yet daylight. The bird appeared to be the size of a duck or large crow and struck the FO (First Officer) forward windscreen before bouncing to the right side of the aircraft. The Captain was pilot flying and initiated the abort which was executed as briefed. Fire trucks were requested and they met the aircraft on the taxiway after it was determined that it was safe to clear the runway and that there were no injuries. In concurrence with their assessment and QRH/FM guidance; the aircraft was returned to the gate where the passengers were deplaned. Subsequent inspection did not reveal damage to the aircraft except for the loosening of a seal on the number one engine thrust reverser due to deployment.The decision to abort was supported by both crew members due to the size of the bird and its relative speed at impact. Without confidence that the windscreen had not been damaged and the bird had not been ingested by the number two engine; assurance that the aircraft could become and remain airborne was in question and that criteria was briefed as an acceptable reason for an abort in the high speed regime.




Synopsis: A320 First Officer reported bird strike on takeoff roll and aborting the takeoff.
Date: 201810
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Encountered severe turbulence while in descent on the GLASR1 arrival. Approximately 25 miles NNE of GLASR. Encounter was from 26;500 to 20;000 feet. Aircraft in lead reported moderate turbulence at 26;500 and we encountered almost immediately. Aircraft had drastic changes in altitude and roll and heading deviations upwards of 30 degrees. No overspeeds occurred. Autopilot never disengaged even though drastic movements of the control column were observed. We had already slowed to 270 KIAS before anything more than continuous light turbulence was encountered. We further slowed to 250 at the onset of the continuous aggressive moderate. No injuries indicated from the FAs (Flight Attendants). One FA and a passenger that had exited the lavatory could not stand and therefore chose to sit on the floor and ride out the experience. Reported to Maintenance; Dispatch and recorded in the maintenance log. On walkaround no apparent issues seen in regards to the aircraft condition. Appeared to be as it should. We had knowledge of the potential for turbulence in the area and were prepared for the possibility. The encounter with severe conditions was sudden and unexpected. Any suggestions or recommendations from leadership is always welcome.




Synopsis: ERJ-175 Captain reported severe turbulence event.
Date: 202008
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was giving instruction at GOK in a Cessna 172 and 2 other aircraft were in the pattern. I had checked all NOTAMS and I did see one for mowing in vicinity of runway. After querrying another aircraft if they were going to clear the active Runway 16 and they said yes and the approach was continued down to approximately 75 ft. when I noticed a golf cart with 2 people in it that were well within the runway safety area at one point the golf cart appeared to be on the runway with us on extremely short final approach. I initiated a go-around and said going around due to airport vehicle on the runway. A woman called back said well there is a NOTAM. We came around and landed successfully on Runway 16 without further incident.




Synopsis: C-172 Flight Instructor reported executing an uneventful go around due to a critical ground conflict with golf cart during final approach.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 4
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: On a practice approach for the RNAV into ZZZ; a pilot in Aircraft Y made a radio call he was holding at Runway XY and said please advise if there is traffic in the area. Aircraft Z on an 8 mile final for [Runway] XX; also on the practice approach; made immediately a position report and we did ours right after. We reported a one mile final for Runway XX. My Student was flying under a view limiting device and had no visual reference outside. Visibility was 4 miles; haze and smoke so it was hard to see where that airplane was. When I was scanning for that traffic; he appeared right in front of me; airborne; almost same altitude heading straight toward us. I took the controls of the helicopter immediately and did a steep right turn to avoid a midair collision. I made a radio call and said we all would appreciate if he would make a radio call prior to take off. The pilot in Aircraft Y said he wasn't aware of us and said we never did a radio call. However I talked with the pilot in Aircraft Z behind us and he confirmed our radio calls and knew exactly where we were.




Synopsis: Helicopter instructor pilot reported a NMAC in the traffic pattern due to an aircraft departing in the opposite direction.
Date: 202006
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I called Maintenance Control to have cabin service clean the lavatory and the lead stated that they don't do that type of work. I then asked him if he had anyone that was qualified to do bio-hazard and he stated that I should be the one doing the cleaning and not the cabin provisioning crew. This has been an ongoing problem here and probably system wide getting people qualified with proper equipment for bio-hazard. I thought that by bringing this back in-house it would be better but this cleaning staff here in ZZZ do a below par job cleaning airplanes. With COVID-19 you would have thought that they had down time to get these people up to speed. The cabin and provisioning manual states what their responsibilities are and we are lucky if they do half of the tasks. They should be available to all aircraft appearance cleaning. The flight attendants took the time to put a note in the lavatory door but didn't create a write up or notify anyone about issue and they are also part to blame. I ended taking the entire lavatory away because the cabin crew lead/manager refused to do his job and causing an inconvenience and a bio-hazard safety concern for our paying passengers and outbound crew.




Synopsis: Maintenance Technician reported confusion on who is responsible for cleaning bio-hazards in the interior of the aircraft cabin.
Date: 201707
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: The plan for the flight was relatively simple bags forward and mail aft. At time of ramp closeout with the aircraft off the gate; the person attempting to close the flight stated he had no pit 3 on his scanner. When we asked if they printed the [load planning document] the person said no; although the SmartLoad system indicated that [it] was printed. There was apparently a communication issue and possibly a scanner failure. The person loading the aircraft FAILED to advise Load Planning of the issue and took it upon themselves to load all commodities Bags and Mail aft. When Load Planning was called the individual expected us to 'fix' the issue. The person was advised to get help because we were unclear of the loading that he stated. The flight was finalized and was legal although it was grossly tail heavy just short of max. Further investigation showed in history that the [load planning document] was printed by an individual other than the one that called and probably loaded the flight.




Synopsis: Ramp Personnel reported that load planning was not advised of the failure of the Smart-Load System.
Date: 201907
Local time of day: 1201-1800
Location: BTF.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class B SLC
ATC / advisory: UNICOM BTF
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I have never seen a tetrahedron before. In determining the wind direction; I misread the wind to be 180 degrees opposite than it actually was. Therefore; I landed on Runway 17 instead of [Runway] 35. The tailwind which I now guess to have been 15 kts. gusting to 20 kts.; caused me to use up too much runway; so I aborted the landing attempt and went around. In climbing out; I was headed uncomfortably close to a building; so I turned right to safely clear the building and enter a right downwind. Once safely established on right downwind to Runway 17; my GPS warned me that I was in [Class] B airspace. Until then; I did not know that a right downwind would place me in [Class] B airspace.




Synopsis: Small aircraft pilot reported entering Class B airspace without a clearance while performing a go-around.
Date: 201311
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Headset
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was encouraged by fellow pilots and a Chief Pilot to write a report based on the FAA decision to allow passengers electronic devices powered up during aircraft movement and my headset/electrical interference concern. I have a Bose X headset and I use the power on associated with the headset during critical phases of flight. I encounter electrical interference with my headset anytime someone has left their cell phone on during taxi; takeoff; climb and during arrival; landing; and taxi in to the terminal area.  The noise is best described as an electrical radio seeking a source; similar to a cell phone near a car/house radio. It is not loud; but consistent 'beeping' as the electrical item seeks a 'radio' source. My concern is that with more electrical devices allowed; this could increase the noise and interference in headsets.My headset recently went through Bose maintenance for non-electrical issues (a bracket broke) and certified TSO worthy and returned to me for service; however; this issue happened prior to and still happens. I do not receive interference inflight after 10;000 feet when the cell phone service can no longer find a source. I would be curious if other Pilots across the aviation spectrum find an issue with cell phones on with noise reduction headset. Note; this Bose X does not receive power source from the aircraft; but provides its own battery pack for noise reduction operation. More study needs to happen to see about electrical interference before fully implementing passenger 'open season' on electrical gadgets.




Synopsis: CRJ-200 Captain experiences interference in his Bose X headset possibly caused by a cell phone.
Date: 201711
Local time of day: 1201-1800
Location: LAX.Tower, 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: Tower LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Physical Injury / Incapacitation
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On a visual approach to 25L; with the autopilot coupled to the ILS 25L at KLAX just inside of FUELR; a green laser directly targeted our aircraft; originating just west of the San Gabriel River in line with the approach path. The initial illumination was very bright. The First officer called out laser and we both brought our  heads inside the cockpit. I could not see any light in the cockpit so after a couple of seconds I brought my head up ; and was illuminated again directly in my left eye. I put my head back down until crossing GAATE which  I believed to be just across the San Gabriel River. After landing I realized that we were on a visual approach; and both of us were inside the cockpit not  looking out for 5-7 seconds; causing a momentary loss of situational awareness.  Los Angeles Tower was notified; aircraft landed without further incident.  My left eye was watering and I had a headache on the left side of my head as expected from military  training and experience with Green Laser events. Unknown Green Laser source; San Gabriel River area directly on final approach path.




Synopsis: A321 Captain reported being targeted by a laser while performing an approach to LAX Airport. This event resulted in a momentary loss of situational awareness and injury to his left eye.