elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON 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)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff we received a LE SLAT ASYM EICAS message. We leveled off and declared an emergency. We followed QRH procedures and were unable to resolve the slat position. We dumped fuel to a level for a safe but overweight landing.




Synopsis: B767-300 Captain experiences a LE SLAT ASYM EICAS message during initial climb. An emergency is declared and flight returns for an overweight landing after complying with QRH procedures.
Date: 201810
Local time of day: 0001-0600
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: A319
Mission: Passenger
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90; Tower LGA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We departed on Runway 13 at La Guardia on the TNNS6 departure. In accordance with the noise abatement guidance on page 10-7 for Runway 13; we commenced our turn at 100 feet AGL using HDG Select. This placed us inside the RNAV course line to the first waypoint (JUTES). I recall shortly after; that we were subsequently given direct TNNIS.The noise abatement guidance for Runway 13 seems to conflict with the ground track for this particular SID. To resolve this; I recommend either removing the noise abatement guidance to turn at 100 feet or specify the priority (noise abatement or ground track) for each SID.


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


Synopsis: A319 flight crew reported that when flying the noise abatement departure from LGA Runway 13 the track appears to diverge from the TNNS6 departure.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through the mid-20s; we received a BLEED 1 LEAK EICAS message. After accomplishing the QRH procedure we leveled at FL 310. Approximately 10-minutes after the first EICAS message; we received a   BLEED-2 LEAK message. The Cabin Altitude began climbing at approximately 500-FPM. We requested and received an immediate descent to 10-thousand. Fortunately the Cabin Altitude did not climb any faster than 500 FPM; and the highest cabin altitude displayed was 10;300 FT. After accomplishing the appropriate QRH procedures; Dispatch and I made the decision to divert to ZZZ1. Maintenance Operations reports that leaks were discovered on both Bleed 1 and 2 Precoolers. The fact that both Bleed Precoolers would fail within minutes of each other may be a random event; but it could also indicate a design or manufacturing defect. This component needs to be re-evaluated from an Engineering standpoint.

Callback: Reporter stated a precooler leaking is not unheard of; but for both engines to have precoolers leaking or failing; basically at the same time; requiring an emergency descent due to pressurization loss; is a concern. They were fortunate to be in VFR weather conditions; but if they were in bad weather and had to descend; the situation could have become very serious. These aircraft are flown overwater to various islands and if the aircraft loses both packs; the flight crew has to descend to lower altitudes. The aircraft would most likely not be able to make destination and would have to find a place to land due to higher fuel consumption.Reporter stated after they got a 'chime' and then the BLEED-1 and shortly after; the BLEED-2 LEAK EICAS messages appeared; they descended; but the temperature in the Aft cabin got very warm. As part of their QRH procedures; the Cabin Manual Dump Valve switch was operated to 'Open' the Outflow Valve and allow; he believes; Ram air only to flow into the cabin. Even with the Outflow Valve open; the Aft cabin did not cool down.



Synopsis: Captain reports a BLEED-1 LEAK EICAS message appeared in their ERJ-190 aircraft while climbing through the mid 20s; followed by a BLEED-2 LEAK EICAS message ten minutes later. Flight crew diverted. Maintenance discovered leaks on both Bleed-1 and 2 Precoolers. Captain questions if a design or manufacturing defect exists in precoolers.
Date: 201307
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Aircraft component: Air Conditioning Distribution Ducting; Clamps; Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was dispatched with #2 Bleed valve on MEL. We were climbing out; and at approximately 17;500 FT; we received an EICAS message 'Bleed 1 Leak'. A quick scan of 'ECS' page showed the #1 Bleed and both air conditioning pack [valves] were now closed; and now we did not have any bleed [air] providing pneumatic pressure. I immediately requested a descent to 10;000 FT and told the ATC Controller that we were having pressurization problems. We were given 13;000 FT; as we were approaching 13;000 FT we were handed off to another ATC Controller who cleared us to 11;000 FT. We were then switched to another Controller and were given a descent to below 10;000 FT. When the EICAS message was received; the cabin altitude was near 3;000 FT and climbing at 500-800 FT-per-minute; eventually getting to 950 FT-per-minute. The maximum cabin altitude reached in this event was 7;000 FT. I did not declare an emergency and no priority handling was requested or received; however; had the descent not been immediately granted; I would have declared an emergency. An announcement was made to the passengers that we were experiencing a pressurization problem; and other than more frequent popping in the ears; everything else was normal. QRH was referenced. Dispatcher was notified during flight; and again upon reaching the gate.




Synopsis: The pilots of an Embraer 190 experienced a pressurization problem following a takeoff with one bleed valve deferred as inoperative.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 8
Light: Dusk
Aircraft: Helicopter
Operator: Military
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Other Hover checks
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: We taxied out from the ramp to Runway XX at [Taxiway] 1 via [Taxiway] 2 and held short for landing fixed winged traffic. As the aircraft was landing; there was CTAF call for Aircraft Y taxiing from [Taxiway] 3 across Runway XY and we visually acquired it. As the landing traffic turned off the runway; we made a CTAF call for taking the runway and proceeded to taxi onto Runway XX and began hover checks. As we were finishing the hover checks another CTAF call was heard broken but understood 'MEDEVAC....' My Copilot suggested a clearing turn to identify the traffic and I saw distant bright lights in my side rear view mirror. As we made a clearing turn to investigate; we saw the fixed winged traffic that was taxiing earlier taking off towards us. We immediately landed from our 10ft hover and the plane passed over head us by approximately 150/200ft. No other CTAF call was heard. This took place at approximately XX32 local. It was unknown by the first CTAF call heard by the taxiing Aircraft Y that it was MEDEVAC otherwise we would have continued to hold and yielded the runway to them. Weather factors should not have precluded the other aircraft from seeing us on the runway and we never heard anything after their broken takeoff call.




Synopsis: Helicopter Pilot reported an NMAC during pre-takeoff hover checks on runway.
Date: 201603
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Anomaly: Ground Event / Encounter Aircraft; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I was driving [a] belt loader to get it out of the way for the fueler. No problem when I performed the 1st brake stop and while performing the second brake stop the brakes did not take. The belt loader did not come to a complete stop. I had to immediately get off the belt loader to prevent injury and in doing so I landed on my lower back. The belt loader bumper made slight contact with aircraft; outbound crew confirmed no damage and flight went out 5 minutes early.




Synopsis: A ramp employee driving a belt loader reported the brakes failed resulting in light contact with the aircraft and minor injuries to himself.
Date: 201907
Local time of day: 1801-2400
Location: BVY.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D BVY
ATC / advisory: Tower BVY
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure; Confusion; Communication Breakdown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Practicing circuits/patterns at BVY. Did touch/go on Runway 27 and was climbing on upwind leg. ATC cleared other aircraft for takeoff and on course. Subsequently; other aircraft told ATC that course was toward Marblehead/Salem or about a 150 degree heading. As we turned downwind at pattern altitude we saw other aircraft climbing into our flight path; crossing our course perpendicular to us. ATC instructed other aircraft to stop climbing and then pointed out aircraft to us. We banked left to avoid collision. From conversation on frequency afterward; it appears Controller did not expect other aircraft to turn south inside of the pattern and cut us off.




Synopsis: C172 instructor pilot reported an airborne conflict with another light aircraft in the traffic pattern on the downwind leg at BVY.
Date: 202202
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Landing; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown; Fatigue; Distraction; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During service I had a strong odor in cabin and felt dizzy and lightheaded (note: I have been having these symptoms for months so I'm not able to tell if they are related; I'd assume most likely not). I told the #2 I would most likely write a [report]. I have been going through conflicts with my Manager and she recently informed me that she was going to reprimand me after I wrote a report for passenger misconduct (passenger continued to harass me after I told him that I couldn't breathe [because] I was having difficulty wearing a mask). Thinking about recent events with my Manager (and past incidents where I was also heavily interrogated after being severely harassed by coworkers) made me scared to file a report for the odor in fear of my Manager and/or crew members. During final descent (FWD facing jumpseat) I looked down the aisle; felt light headed; clammy; short of breathe and like everything was funneling in. I left my jumpseat and puked in the lav after landing and during taxi in. I came out to disarm my door and then leaned myself on the jumpseat to compose myself. At that point I heard the #2's phone make a sound like she was snapping a picture. I went back into the lav and puked again. I do not remember bits and pieces; especially as I was leaving the plane and jet bridge.




Synopsis: An air carrier Flight Attendant reported an inflight fume event during cabin service. Reporter experienced physiological symptoms which caused her to vomit twice during taxi to gate.
Date: 201507
Local time of day: 0601-1200
Location: LAX.Airport, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was Pilot Monitoring during departure on the HOLTZ9. We were cleared direct to PEVEE waypoint; Captain (CA) selected PEVEE and we confirmed the selection. I looked away as he activated the fix. For some reason the fix was deleted and the CA reentered PEVEE and then resumed the SID. We were slightly NW of the fix before making the correction.


Second narrative: As PIC; I was pilot flying the HOLTZ9 RNAV departure. SoCal cleared us direct PEVEE. After entering it in FMS and selecting abeam points; aircraft turned towards HOLTZ intersection; for some reason; PEVEE got deleted. When I realized it; I re-created PEVEE waypoint. By now PEVEE was just NW of me; so I made an immediate turn to it; went direct; and resumed SID.


Synopsis: After receiving a direct clearance to PEVEE while flying the LAX HOLTZ9 SID; a slight track deviation resulted as the waypoint was inadvertently deleted while intending to execute direct PEVEE.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed Runway XYR at ZZZ. On climb out prior to sterile cockpit light being selected off; the flight attendants called us and informed us they were concerned about a loud bumping or banging noise coming from below the forward part of first class; possibly from the forward cargo pit 'like someone was banging on the aircraft flooring' They asked the first class passengers if someone was stomping on the floor; or kicking the sidewall for some reason; and no one was. The flight attendants were experienced; and have flown frequently on the 737 series aircraft. We leveled off at 14;000 feet and were eastbound now on the departure from ZZZ. We decided to go back to ZZZ and have the aircraft inspected. The forward cargo pit cargo loading system was deferred inoperative. We were also concerned about the possibility of a ground crewman left in the cargo pit due to the late night departure. Or possibly a panel flapping in the air. The weather was good; traffic was very light; we were able to land under structural landing weight; and ATC was not busy. We coordinated with ATC; dispatch was sent a quick message; the station was notified; and we coordinated with the flight attendants about our return to ZZZ. The passengers were briefed. A log item was placed in the logbook. When we landed; the station did a head count and no one was missing. We inspected the cargo pits; and maintenance inspected cargo pits; cargo loading system; nose wheel well; E and E compartments amount other things; and did not find anything obvious. We then coordinated for a continuation with the company. In the flight deck; we never heard any unusual noises. Also; we notified the Operations Manager on our arrival. He said he supported our decision to return and have things checked out.




Synopsis: B737 Captain reported returning to departure airport when the flight attendants reported hearing noises from the forward cargo pit area.
Date: 201809
Local time of day: 1801-2400
Location: D01.TRACON, CO
Flight conditions: Marginal
Weather elements / visibility: 3
Light: Night
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Reporter organization: Fractional
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Communication Breakdown
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Originally asked for an IFR clearance; did not receive; then asked for practice approach.  Got mixed up while on vectors for ILS approach from southeast to runway 35 into KFTG. Asked for Bravo clearance but coms were acting up. Flew into the Denver class B airspace at 9;500 feet about 25 southeast of Denver VOR without permission.


Second narrative: Asked for IFR clearance from approach; thought that we had received it. Asked for practice approach vectors to ILS 35 into KFTG. Asked for clearance into the bravo airspace on the approach. Thought we had it. Comms were acting up and had a hard time understanding approach. In the bravo shelf at 9;500 feet msl 25 mi SE of Denver VOR. Thought that we had clearance. No altitude deviation was necessary by our aircraft or any other aircraft. In future need to listen carefully on comms and get fully audible clearance into airspace identified by tail number.


Synopsis: SR-22 flight crew reported a communication breakdown while on practice ILS approach and entered into Bravo airspace without a clearance.
Date: 202011
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My instructor and I were on downwind approach for landing. Meanwhile a C-172 had just performed a go-around. We were told they came around at a faster velocity than us; but at nearly our same altitude/path. We later were told (I believe the C-172 instructor told my instructor) that the C-172 was only 100 feet away from us; I believe from above. We had no concrete idea about any of this at the time. We proceeded to land. Afterward; my instructor asked me if I was aware that we were almost in a mid air collision. He had just spoken with the other pilot near the fuel pump. We then looked at radar tracking website to see the activity but we only saw our airplane and not theirs. Pilot from C-172 came into the office to get water (Instructor I believe) and saw us looking at the radar map but didn't seem too concerned about the incident. That's all the information I have.




Synopsis: C-150 pilot reported an NMAC with another light aircraft in the vicinity of an airport.