elihoole/asrs-aviation-reports huggingface dataset:
Date: 201405
Local time of day: 1801-2400
Location: MMMX.Airport, FO
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON MMMX
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: This event has happened to me on my last 3 trips to MMMX in almost exactly the same location while executing the ILS DME Runway 5R with the SMO transition. The FMS went into DR mode about half way from SMO to starting the turn to the northeast to intercept the localizer. The MAP still shows on the proper track; and there is little time to set up raw data to track the SMO 160 radial and set up the lead in radial. After a short time in DR the FMA shows heading HLD and the map shifts to show the aircraft right of course. An immediate left turn is required to not overshoot the localizer. This is especially dangerous due to the fact that an overshoot of the localizer put the aircraft heading directly towards very high terrain. Undetected this NAV failure and failure to intervene with heading select and rearming the ILS mode could lead to a serious GPWS/TERRAIN event. No prior DR mode annunciations were present during any of these flights until this point. The flights where this event occurred were (all different tail numbers) all in April.




Synopsis: Air Carrier Captain experiences loss of GPS signal on three separate occasions during approach to MMMX between SMO and the turn to intercept the Runway 5R localizer.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During upload procedures; a smart bag that appeared to contain a lithium battery was identified. The discrepancy was reported to me and I immediately requested Supervisor assistance via radio. Upon arrival; Supervisor visually inspected the bag and stated that the battery was dead and directed me to load the bag onto the aircraft as is.




Synopsis: Airline Ramp Personnel reported smart bag with Lithium Ion battery attached was loaded in cargo pit because battery indicated 'dead'.
Date: 202103
Local time of day: 1801-2400
Location: HOU.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While on the visual approach into HOU on the ILS 4. The FO (First Officer) was Pilot Flying and while he was flying the approach I noticed what I thought were two birds just to the right of the aircraft at around 9 o'clock but outside the course. I made the FO aware of this and continued to keep scanning for more birds in the area since the first one I saw was well clear of our course. However at 2;300 ft. and 0.5NM past ELREN on the ILS 4 the two objects were actually drones that past off our right hand side that were the size of two big birds. I noticed the two were indeed drones because I saw the propellers on two of them and they had a shiny black finish on them. I also checked the TCAS to see if they were there; but it didn't show them on the screen. I relayed this information to HOU tower and told them what altitude and where they were. Upon landing and taxing off the runway and contacting ground; I was given a phone number to call the tower to give them more information on the description of the drones; and where I spotted them on the approach.My suggestion is to always keep scanning the area for any hazards while flying even if the TCAS system doesn't show anything in the area.




Synopsis: Air carrier flight crew noticed drone while on final approach to landing.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 30
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Downwind
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; 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: As my private students and I returned from a local practice area; we were told to enter midfield right downwind for Runway XX. We were approximately 8 miles west of ZZZ at this point. Continuing inbound; we heard several other people coming back into ZZZ from practice areas and some other transient traffic. Just before we turned onto downwind at 1900 MSL; I looked up and to the right to saw an Aircraft Y also flying on downwind above me. When I turned downwind; I could no longer see him; as he was 6 o'clock high. At 2;400' MSL; Aircraft Y reported having us in sight and tower clear them to land as they are flying over top of us.  I noticed on the MFD that their ADS-B target had resulted in a traffic alert that was getting closer and descending. I pushed the nose forward and checked in with Tower abeam the numbers. The traffic passed over us very close. Seeing +02 on the MFD for the traffic; I initiated a left turn just as tower was instructing a left 360. I noted 1600 MSL on the altimeter; so I had descended 300' from traffic pattern altitude to evade the Aircraft Y. On final; I heard the Aircraft Y tell tower; 'we were extremely close to that downwind traffic on base.' Tower responded with; 'well he said he had you in sight; and Roanoke vectored you in that way; so I don't know what else to say about that.' We performed our touch and go and final lap before making a full stop. Bottom line; the Aircraft Y was overtaking me from the rear; told Tower he had me in sight; and was then cleared to land. I took evasive action; and even so; the traffic got within a few hundred feet of our aircraft. If we had not had ADS-B in; they might have hit us as they descended through Traffic Pattern Altitude.




Synopsis: Flight Instructor reported an NMAC event during landing pattern training. Instructor initiated an evasive maneuver to avoid a collision.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Ground Excursion Taxiway
Detector: Person Observer; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This is my student pilot first SOLO; I practiced left closed traffic runway 27L. After landing everything is good enough. I thought the aircraft has been slowed down enough; then I want to off runway 27L at taxiway B to save space for the flowing traffic. But the velocity of the plane still fast; the taxi radius of the track is larger. Finally I skid off the runway and taxiway; rush into the grass area and hit one of the sign of the airport.


Second narrative: All landings were completed on runway 27L. First attempted landing was a go around. Second landing was a stable approach for touch and go. Third landing was a good landing with a full stop taxi back; exit at taxiway Alpha. Fourth landing was a good landing with a full stop taxi back; exit at Alpha. Student pilot taxied instructor to admin building at SEE. Student pilot was doing his first solo. Student pilot made left traffic for runway 27 L. Student pilot made a safe and stable approach to runway 27L. Student pilot landed on runway 27L. Student pilot tried to exit at taxiway Bravo too quickly. Student pilot did not slow down enough and ended up into the grass/dirt striking runway/taxiway sign. Student pilot ended up between taxiway Alpha; Delta/Runway 35. Aircraft sustained minor crease/scratch.


Synopsis: Student pilot and Instructor reported a runway excursion during first solo flight.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Night
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Electronic Flight Bag that is installed on the Airbus 330 creates a bad safety issue with the DV (Direct View) Window operation in the cockpit. The wires are installed so that it creates restriction during opening and closing of the DV Window. The DV window will stick half way caused by wire hanging up the window. This window should be able to be opened easily during an emergency with no restriction or special training to open this window. The permanent installation of the Electronic Flight Bag on that DV window creates a safety hazard and cause pilots to get hurt during normal and emergency situations. I notified Maintenance and entered a maintenance entry into the aircraft logbook. Wires installed improperly and this EFB installation on the DV window creates a safety hazard for emergency and normal operations.




Synopsis: A330 Captain reported the location of the EFB causes a restriction with flight deck window egress.
Date: 201407
Local time of day: 1201-1800
Location: RNT.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Mooney Aircraft Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D RNT
ATC / advisory: Tower RNT
Second aircraft: De Havilland Canada Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: ATC advised me of traffic; a Beaver; and asked me to make a wide approach since it was on floats. That made me pass to the left. The Beaver was surprised when he saw me; but I had him in visual contact the entire time. He complained on Tower frequency and was told to be quiet by ATC.  Both flights continued without any consequences.ATC should have told the Beaver that I was passing left and had him in sight.




Synopsis: A loss of separation between two VFR aircraft; one on floats; in the vicinity of the RNT airport traffic pattern resulted in some verbal sparring on the Tower frequency; promptly snuffed by the Controller.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 300 FT AGL got GPWS alert. Executed a missed approach; during missed approach flaps remained at approximately 27 degrees. We performed Flaps-Trailing Edge Disagree checklist per QRH. Landed without further events; emergency was declared.




Synopsis: B737 Captain reported trailing edge flaps would not retract beyond 27 degrees during missed approach. Crew ran the QRH; declared an emergency; and landed normally.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the event; the aircraft experienced engine roughness 2 times. One of them being while recovering from stall and adding full power; RPM dropped and engine started to sound as if was going to fail. The second time was when we were approaching ZZZ for a full stop; starting the ZZZZZ Arrival; the engine exhibit the same roughness.




Synopsis: C-172 Flight Instructor experienced engine roughness in flight.
Date: 201910
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after takeoff from SDQ (MDSD) we received this ICAS message 'R ENG BLEED OFF'. We went to the QRH followed the non-normal procedure and continued with the climb. During this message we kept getting this ICAS message intermittent 'R PACK OFF'. We consulted the QRH and continued our climb. At about FL250 we received this ICAS message 'FWD EQPT OVHT' we went to the QRH and performed action which was to turn equipment cooling selector to STBY. There is a 5 minute inhibit so we started the time. As we leveled off at FL360 we received this ICAS message 'CABIN ALTITUDE' accompanied by the corresponding lights and bells. We donned our masks checked in and pulled out the QRH followed procedure and had to initiate a descent. We made sure our Load master received the instructions to don his mask by announcing it through the PA. Our intention as communicated to Center was to return to SQD because at 10;000 ft. ZZZ1 would have been impossible due to insufficient fuel. On our decent we received this ICAS message 'FWD EQPT COOLING' We followed instructions on the QRH; but the NO COOLING light remained illuminated. Upon reading the note it said; 'Avionics and electronic equipment and displays NOT powered by standby buses; are subject to imminent failure.' That made us look for the closest suitable airport which was ZZZ and we were going to fly over it anyways. We could not risk gong on standby; damaging avionics and the possibility of smoke. We asked Control for the weather and vectors to ZZZ. The favorable Runway was XX with no other approach than a RNAV which our aircraft could not performed; we were in VMC conditions; so we elected to do a visual but backed it up with the RNAV on the FMS for added safety.We landed overweight but it was a smooth landing; had no need for the emergency equipment and taxied under our own power to the ramp.


Second narrative: [Second narrative contained no further information.]


Synopsis: B767 Captain reported an R ENG BLEED OFF EICAS message and aircraft would not pressurize correctly.
Date: 201305
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach when flaps were selected to the 25 degree position the crew received an EICAS message that the leading edge slats were in an asymmetric position also accompanied with a leading edge indicator light above the flap indicator. The flap indicator was indicating 25 degrees. The crew informed the Tower that a problem existed with the aircraft slat system and needed to discontinue the approach at which time a published missed approach was initiated shortly followed by heading and altitude instructions from the Control Tower. The emergency checklist was complied with and all applicable actions taken. An emergency was declared and the aircraft landed without incident.


Second narrative: While on final approach we received a LE Slat ASYM EICAS message while selecting flaps 25. We discontinued the approach and executed a go around. While on vectors we ran the appropriate checklist. Once the checklist was complete we returned and landed uneventfully.


Synopsis: B767-300 flight crew experiences a LE Slat ASYM EICAS message while selecting flaps 25 during appraoach. A go around is initiated and QRH procedures are complied with before returning for landing.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Reported inbound to ZZZ with a student on board. Controller was having a meltdown over the frequency speaking with another aircraft. The same controller issued an incorrect clearance to the same aircraft and acknowledged that he had made an error over the frequency; continuing his meltdown over the frequency; with other aircraft; as well. The Controller issued a clearance to us; to report a right downwind for Runway XX. We acknowledged the clearance; then asked if he wanted us to report over the lake; as well. He went ballistic; starting yelling over the frequency and said that he had asked us to report a right downwind for Runway XX. I responded that he shouldn't yell over the frequency. On many occasions; this same controller would issue a clearance to report a right downwind for Runway 'X' and we would follow the clearance and report a right downwind for Runway 'XX'. Once there he would make this same mistake on repeated occasions and yell over the frequency and say why we didn't report over the lake when he never made such a request. By requesting confirmation that he wanted us to report the lake or not; was actually helping him. Again; he responded to this assistance with an inappropriate outburst. The lake is used at ZZZ as a reporting point prior to entering right downwind for Runway XX or; a left base for Runway YY. This same controller also made a mistake on a taxi clearance once we had exited the runway; even after two attempts of correcting his error. This controller is a danger to Aviation. He has frequent outbursts and regular meltdowns over the frequency. Aside from the mistakes; which isn't the main issue; his conduct violates acceptable use of the air traffic frequency. Not only is his conduct inappropriate; but he is a danger to aviation. A controller as is the case of this individual; does not belong in the tower. He is an accident waiting to happen.




Synopsis: PA28 pilot reported that a Tower Controller that berates pilots over the radio.