elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from ZZZ around 12;500 ft.; we got a Passenger Door Master Warning message that went away shortly and reappeared. Pressurization looked fine. Prior to running the QRH; the First Officer (FO) answered the phone from the flight attendants (FA) who told him the passenger door assist handle lifted up halfway. During a radio frequency change I had advised ATC we would be [requesting priority handling] and returning to ZZZ but needed to run a checklist.We were then advised to stop climb at 14;000 ft. We were given headings back to ZZZ. We ran the QRH and returned back to ZZZ. I asked ATC to advise Dispatch to reduce our workload. I advised the FAs we would be returning to ZZZ and landing in about 10 minutes [and that] there wouldn't be a need to brace. Then; I made an announcement to the passengers about the situation and [that] we would be returning to ZZZ and landing in about 10 minutes. I advised the FAs if the door was making a noise to stay away. The Forward FA was not comfortable letting go of the door assist handle. I was later told she was able to remain in her seat with seatbelt attached while still holding the assist handle in the closed position. Upon clearing of the runway with normal conditions we cancelled the [priority handling] and taxied to the gate. [The cause of the incident was the] passenger door assist handle lifted up.




Synopsis: CRJ-700 Captain reported the main cabin door assist handle lifted up halfway during climb out.
Date: 201707
Local time of day: 1201-1800
Location: ZHN.ARTCC, HI
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHN; Class E ZHN
ATC / advisory: Center ZHN
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: This is an ongoing problem. Every day; the Traffic Management Unit (TMU) assigns flow control. The problem is; the TMU doesn't always tell the controllers [they are] assigning flow control. We need to constantly look up at the ACE/IDS (Automated Surface Observing System Controller Equipment-Information Display System) to see if flow control is now on the board. We will receive our relief briefing; and there is no flow control listed; then all of a sudden; flow control will pop up on the board; the TMU will not tell us that [they are] having us issue flow control.A specific instance is today; I was getting a briefing on R5. [The briefer] noticed that flow control was in effect [for 15 minutes] at 10 miles in trail and 250 knots at JULLE. [The briefer] was not aware the TMU put in the flow control; nor was [the briefer] told; nor D5; nor R4. If the TMU is going to put flow control into the ACE/IDS; [they] need to tell us there is now flow control into Honolulu.This is an ongoing problem. The Traffic Management Coordinator does this daily; and it really should be part of [their] job to tell the controllers if [they] put in flow control. If we do not know there is flow control; we cannot issue the flow control. Communication at HCF has been a problem for years; and this behavior by the TMU does not make it any better.




Synopsis: Honolulu Center Controller reported that HCF's (Honolulu Control Facility) Traffic Management Unit does not always alert or inform the controllers about flow changes at HCF.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface
Second reporter function: Trainee; Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were being vectored onto the approach to Runway 28L. ATC gave us a heading of 300 degrees and just as we crossed the localizer they gave us instructions to descend to 4;000 FT; reduce speed to 180 KTS; and cleared for the approach. The First Officer; as pilot flying; armed the approach on the flight guidance panel and both the localizer and glideslope captured simultaneously. Given that we were crossing the localizer as it captured; the bank was a bit more than usual and; with the airspeed bugged to 180 KTS; the speed began to rapidly deteriorate. I yelled; 'Watch your speed!' but the First Officer did not react and within seconds the speed decreased to the point where we got the stick shaker. When the First Officer did not react to that either I immediately took control of the aircraft and returned the speed to normal. We continued the approach and landed.


Second narrative: Our assigned altitude was 4;000 FT and assigned speed was 250 KTS. Aircraft configuration was clean. ATC asked us to reduce speed to 180 KTS and cleared us for the visual approach. We were backing up the visual with the ILS for Runway 28L. The clearance for the visual approach came as we were about to cross the localizer. I armed the approach using 'APP' on the guidance panel. The auto pilot made a hard left turn to join the course. I got distracted by the hard turn. I had meant to set flaps 1 as soon as the speed bled off to about 200-220 KTS.The Captain recovered from the stick shaker event and handed back the flight controls to me and I made a normal uneventful landing.


Synopsis: An ERJ-175 Check Airman conducting IOE for a new First Officer took control of the aircraft when the First Officer failed to respond with appropriate thrust reponse to an aggressive loss of airspeed during an abrupt localiser and glide slope capture. The airspeed decayed to stick shaker before the deceleration was reversed.
Date: 201512
Local time of day: 1201-1800
Location: MMZH.Airport, FO
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center MMFR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Captain flying first ever arrival into MMZH; thankfully it was VFR. Planned and briefed approach to Runway 08 (VOR DME-2 Runway 08). Also reviewed and briefed a circle from that approach to land on Runway 26. Non-radar environment with no ATIS. Approach control assigned VOR A to Runway 26. Approach is not in our database. We asked for the planned approach; but it was denied. I gave the aircraft to the FO and I tried to build the approach; but I could not build it. I took the aircraft back and let the FO attempt to build the approach. We were told to slow at FL200 which put us high approaching the VOR. I used the speed brake and slowed and extended the flaps to 1 once at 210 KTS and below FL200. I disengaged the autopilot and while I tried to visually acquire the field and check the FO's Flight Management Guidance Computer (FMGC) inputs I allowed the aircraft speed to increase to 237 KTS before hearing the overspeed warning and adjusting the pitch to slow the aircraft back below VFE (230 KTS).


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


Synopsis: Flight crew reported overspeeding the flaps when they were distracted by ATC approach routing concerns.
Date: 201606
Local time of day: 0001-0600
Location: ZLC.ARTCC, UT
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Human Factors

Narrative: I took the handoff on Aircraft X still in ZLA07's airspace just north of SGU. The aircraft was at 11000 feet. The Minimum Enroute Altitude on V235 which is what he was filed is 12400 feet. ZLA07 called and apologized and gave me control of the aircraft and I then climbed him to 13000 feet. The ZLA07 controller should probably go over the MEA and MIA's in his airspace.




Synopsis: ZLC Controller worked an aircraft below the Minimum Enroute Altitude of a low altitude airway.
Date: 201601
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 3
Light: Dusk
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Confusion; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I was flying IFR. The copilot's Heading (HDG) indicator had shown wild precession on this flight. We were headed north; my HSI indicated north. The center said; ' I see you are in a left turn; are you still proceeding to your destination?'  I said 'yes;' they gave us a turn to a heading. My HSI stayed on north; the copilot's HDG indicator was unreliable. At this time we discovered by our GPS that we had made a 180 degree turn without realizing it. Knowing that the weather was VFR in the alternate but not at our filed destination; we used our GPS for heading direction and proceeded to our alternate. We had lost use of my HSI; my flight director; autopilot due to a series of electronic failures. We proceeded to the alternate; landed in visual conditions; and turned the plane over to maintenance for repairs.

Callback: The reporter stated they determined after the flight that the alternator powering the affected equipment was intermittently malfunctioning.



Synopsis: A PA-31T corporate pilot reported his aircraft made a 180 degree turn while IMC after a faulty alternator output affected the Captain's HSI; Flight Director and autopilot. GPS heading was flown to the VMC alternate airport.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived at aircraft on time. Approaching plane in jetway I noticed an odor and when I got on the plane; I noticed the odor be stronger. It smelled electrical; [I] walked to the back of [the] aircraft and odor was present to just beyond mid cabin. I went to the cockpit and noticed the odor dissipated at row 4. Entered the cockpit and performed initial preflight and noticed the right temp zone controller INOP. Contacted [Maintenance Control] via cellphone and informed [them] of the situation. [I] was told they would dispatch Contract Maintenance. The rest of the crew arrived; First Officer concurred with the presence of odor as well as first and mid cabin FA. Once Contract Maintenance arrived [they] attempted to isolate the source. I went outside with Contract Tech to see if belt loader or other equipment could be the cause. Everything looked normal. Maintenance Control had me turn off the right pack and see if that would make a difference; it did not. Advised Maintenance Control that detailed entry would be in logbook. Was advised shortly thereafter the flight would be delayed until XA00 local the next day. Was unable to complete a Smoke; Odor; Fumes report in a timely manner and was informed via Maintenance Control the next morning it was unnecessary as their procedures were already completed.




Synopsis: B757-200 Captain reported strong electrical odor during preflight. Maintenance was dispatched and the flight was canceled.
Date: 201312
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Balloon
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working ZLA33/32 and had just also combined with ZLA34. One of the pieces of traffic that the Controller working ZLA34 gave me was a UAV operating 510B600. I asked the Supervisor for the mission paperwork and noticed that the pre-coordinated flight plan paperwork showed that the aircraft should have been operating 510B590. As part of the briefing from Sector 34; I was also told about a balloon operating above FL600. I looked at that map and noticed the flight plan was proposed to be in approximately the same location as the UAV flight. I asked the Supervisor to call the provided number to have the balloon flight begin a squawk so we could see the balloon location. We observed the balloon code pop up less than 8 miles from the UAV. Although this did not result in a loss of separation; the potential was definitely present. The UAV flight should not have been allowed to operate in an altitude not previously coordinated. In addition it is unclear if operating at 510B600 gives a UAV permission to operate above FL600. The balloon flights should be required to continually squawk a code with an altitude readout for improved ATC planning.




Synopsis: ZLA Controller voiced concern regarding a potential conflict between a balloon operation conducted an operating transponder and a UAV with less than clear altitude parameters.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
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: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Airbus 320 (Aircraft X) from ZZZ departed runway XXL and shortly after takeoff experienced high engine vibrations on the engine number ones N1 fan section. The vibration was in excess of 9.9 on the vib display and a very noticeable vibration was felt through the airframe. We notified ATC; leveled off at 10;000 feet; and referenced the QRH for troubleshooting and guidance. The Captain was the flying pilot while I read through the QRH. The captain disconnected the auto thrust and reduced the power on the number one engine resulting in a decrease in vibration. All other engine parameters were operating in the normal range. We elected to keep the number one engine running at a reduced thrust level with the vibrations higher than usual; but within the normal range as indicated by the QRH.ATC vectored us back around to runway XXL where fire crash rescue was standing by in the event they may be needed. The approach and landing were non-issues and we landed about twenty minutes after departure; underweight at around 121;000 lbs. Fire crash rescue shadowed us back to the gate in the event they were needed. Once parked at the gate; a visual inspection of engine number one was conducted by the fire personnel; the flight crew; and maintenance; there were no obvious signs of damage or what may have caused the high vibrations.




Synopsis: A320 pilot reported high engine vibration and an air return.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Rotorcraft; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [My student] and I departed [in the afternoon] for a training mission in a Cessna 182. A thorough pre-flight was conducted. The aircraft had 24 gallons of useable fuel on board and 8.5 quarts of oil. Approximately [one hour later]; we landed to refuel. The fuel area was blocked off for repaving; so we decided to depart and fly to another airport to refuel. After checking the gauges; we performed a short-field takeoff. We leveled off at 3;000 FT MSL and set the radios for ATIS and Tower at the Airport. At this time; [my student] said he thought the engine sounded funny. I agreed. I adjusted the power and mixture to see if that would make a difference. We also noticed that the oil pressure gauge had gone to zero pressure. The engine sounds became worse and I could feel vibrations; so we decided to land at [the closest airport]. [My student] was flying the aircraft and turned toward the airport. I reduced the power to hopefully reduce the damage to the engine. We were approximately 8 miles out. With the reduced power setting; I could see that we would be just short of the airport. There was a road; power lines and fence that would be obstacles to a safe landing; so I opted to land in a cornfield just short of the airport. I considered adding power to attempt to make the airport; but I was concerned that we would have a catastrophic engine failure and cause more damage. I took over the controls at approximately 500 FT MSL and set up for the precautionary landing. At approximately 200 FT MSL; I shut the engine down to prevent additional damage and fire. I also wanted to stop the propeller so it would not be damaged. We made a normal soft field landing in the cornfield with no damage to the aircraft and minimal damage to the corn crop. [My student] then notified the State Police and the FAA.




Synopsis: C182 pilot reports a rough running engine with zero oil pressure and the decision to land in a cornfield. No damage and no injuries were reported.
Date: 201908
Local time of day: 0601-1200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: ZZZ posted a 20 minute delay to this flight without contacting Dispatch.




Synopsis: Crew reported that local operations delayed a flight without contacting Dispatch.