elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Maintenance release form noted throttles failed to fully advance on takeoff by a previous crew. Maintenance believed it was due to worn servo gears that were not in stock; so write up was deferred with autothrottle switch off. The maintenance release form gave no direction to the flight crew. I knew from previous experience and similar write ups that we should look up our climb EPR settings. I thought of it; but I failed to mention it to the FO; nor did I write it down; as I often do to avoid forgetting or becoming distracted.We knew our takeoff power setting; but at the initial power reduction we both realized we did not know what EPR setting we should use for climb. This caused distraction during the climb phase. We initially simply set less EPR that still gave good climb performance. Then we referenced the appropriate climb performance charts in the FM. Later; I read in the FM about inoperative TMC; which I determined was essentially our situation due to autothrottle arm switch being in OFF position.That discussion reminded us to also know our missed approach EPR. The FO said he had not experienced such a situation before. I told him I have and I shared some of that with him.Both of us have flown very little due to COVID-19. I have flown only less than five hours plus landings requal in the sim in the last 90 days.




Synopsis: Air carrier Captain reported taking off with a deferred item resulting in the autothrottle arm switch to be in the 'OFF' position. The deferral requires the crew to look up the EPR climb settings before takeoff; which they failed to do.
Date: 201809
Local time of day: 1201-1800
Location: OAJ.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E OAJ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach into OAJ we received clearance from Wilmington approach control for the ILS Runway 05. We were cleared to descend to 2100 MSL until established. Level at 2100 we received a GPWS Terrain Warning just prior to the final approach fix. Being in Day VMC conditions; I assessed the alert and saw no threat of terrain/obstacles and the first officer and I both agreed that we could safely continue as we were established on the course at the correct altitude; with no terrain or obstacles in our flight path. We landed without further event and advised maintenance control once parked at the gate. In further review of the approach chart; the MSA from the outer marker is 3100 MSL; however; we were established on the final approach course when the alert occurred which led us to determine that it was in fact erroneous. After this event; I will be more cognizant of MSA's. Even though during this event we were where we were supposed to be and there was no real threat; it is imperative to verify possible terrain and obstacles that we might encounter on an approach.




Synopsis: CRJ Captain reported erroneous GPWS Terrain Warning.
Date: 201507
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On vectors to ILS 12L in Airport ZZZZ. I was PF; autopilot off; hand flying from approximately 4000 feet. At 2000 feet vectored to join localizer 12L. Vector was too close to FAF; and high 2000 feet (crossing height 1500 feet) Approach did not descend us in time to capture the GS. I attempted to increase descent rate to capture GS from above. At 1000 feet someone (IRO) called '1000 feet full scale deflection.' Captain responded; 'it's a visual; continue.' I continued. At approximately 500 feet  [with] PAPIs all white I called 'I am going around' as I leveled; and started to move the thrust levers forward; Captain announced 'I have the controls.' Rather than going around; he retarded the thrust levers; and landed.ATC did not provide adequate vectors to capture the ILS with normal maneuvers. Approach did not stabilize. Captain elected to land; instead of continuing to go around; as I expected.




Synopsis: Air carrier First Officer reports the Captain took the controls at 500 feet AGL and landed even though they were not fully stabilized.
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B N90
ATC / advisory: Tower N90
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Original ATC clearance was the NEWARK FOUR (EWR4) departure off of runway 4L. The EWR4 calls for a left turn to 060 at 500 feet; then at 4DME IEZA a left turn to 290. The clearance was amended via CPDLC before pushback to fly runway heading until 4DME IEZA then left turn to 290. The change was briefed at the gate and again prior to takeoff. Heading 290 was preselected in the Flight Control Panel. After takeoff; at 500 feet; I asked for heading select. I initiated a turn to 290 between 500 and 1000 feet instead of waiting until 4 DME IEZA. ATC questioned our heading then said we were supposed to wait until 4 DME for the turn. A heading of 310 was issued.




Synopsis: Captain reported turning too early contrary to the amended departure procedure.
Date: 201410
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B LAX
ATC / advisory: Tower LAX
Aircraft component: Cowling/Nacelle Fasteners; Latches
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: First Officer
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On takeoff from Runway 25R at LAX; at approximately 200 to 300 feet; the crew saw a bird pass 'under the nose.' Both Captain and First Officer saw the bird. I did not as I was scanning engine instruments and sitting on center jumpseat. Both pilots said it appeared to be a small bird and it passed to the right of centerline and below the fuselage. The First Officer quickly told tower of the possible bird strike and I rescanned all engine instruments noting no abnormalities. We continued the climb out and were notified by LA center about 10 min later that indeed we had hit a bird which was found. This started a discussion about where it hit and both Captain and First Officer thought that because of where they both saw the bird it must have hit the Right MLG; gear doors; or underbelly of wing root area. Again all systems were normal. Captain sent a message to Maintenance Control in flight of the bird strike incident. We were all very surprised to see the damage to the right engine cowl upon landing. A logbook entry was made describing the damage and we departed to the hotel.


Second narrative: On initial climb off Runway 25R in LAX; saw bird heading towards our aircraft. Reported to ATC to advise other aircraft. We believed we had missed the bird. At cruise center advised that LAX field ops had recovered a hawk that they believe had struck our aircraft. There was no evidence of damage and all systems normal. Maintenance and Dispatch notified. Continued without incident to destination with all crew; dispatch and Maintenance in concurrence... Small dent on Right Hand Engine nacelle lip spotted on post flight inspection and aircraft was handed over to Maintenance.


Synopsis: Air carrier flight crew notes a bird pass under their aircraft as they climb off Runway 25R at LAX. The flight continues to destination after ATC informs them that a hawk was found on the runway but no anomalies were detected aboard the aircraft. Post flight reveals a dent in the right engine cowling.
Date: 201910
Location: ZZZ.Airport, US
Aircraft: A320
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ with the number 1 Bleed Deferred. During climbout from ZZZ; received a call from Flight Attendant about a 'whooshing noise' discovered that the number 2 bleed was fluctuating between 24 and 66 PSI. Leveled at 23;000 feet and contacted Dispatch and Maintenance Control. Maintenance Control had no further information and said that it was crew and dispatch decision as to whether to continue to ZZZ1 or not. I elected to return to ZZZ not wanting to continue to altitude with one inoperative bleed and the other one operating less than nominal. On return to ZZZ received a Bleed 2 fault and eventually lost the number 2 Bleed in addition to the number 1 Bleed. This happened somewhere between 23;000 and 9;000 feet although I'm not sure on the altitude due to task saturation. Cabin altitude however; did not go above 8;900 feet.Normal landing at ZZZ1 with the exception that below 1;000 feet got a LGCIU fault.


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


Synopsis: A320 flight crew reported a pressurization problem that resulted in a return to the departure airport.
Date: 201811
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Other 107
Flight plan: VFR
Flight phase: Other Hovering
Aircraft component: Electrical/Electronic Panel & Parts
Component problem: Failed
Reporter organization: Corporate
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Other Person
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While performing an inspection of a building; a brand new DJI M-210 aircraft suffered a complete loss of power during flight; despite indications that there was sufficient battery time still remaining. The resulting aircraft fell directly to the ground due to the immediate loss of lift with the remote pilot unable to control its subsequent flight path. The small unmanned aircraft was damaged upon impact; with insignificant damage done to the property. The aircraft firmware was updated prior to the flight and new batteries were being used at the time of the incident.




Synopsis: UAV operator reported that the UAV suffered a complete loss of power during flight despite indications of sufficient battery time remaining.
Date: 201903
Local time of day: 1801-2400
Location: ATL.Tower, GA
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: After takeoff while climbing I noticed on my side MFD (Multi-Function Display) that the route and course looked off so I knew flying the RNAV departure was going to be difficult using my side. However on the pilot monitoring's side appeared to be working fine and we had time before having to make a turn so I prioritized flying the plane; continued to track the straight course referencing the PM's (Pilot Monitoring's) side and being sure to stay clear of any potential traffic on the parallel until I felt it was safe to transfer the controls. Tower switched us off to Departure; but due to the distraction we forgot to actually switch frequencies and contact Departure. Once in the turn; it then became obvious we'd lost the GPS due to the FO's (First Officer's) MFD course also becoming unreliable too. As I was getting ready to key up the mike to request vectors; the tower asked if we were still here; gave us a heading; and then handed us off to departure again. When I contacted departure; they notified us that we were right of course. Departure then gave us vectors to the next VOR fix on our route and we flew green needles to the destination. Asked to give ATC a call on the ground; they said we did deviate from course; but at no time did we ever impede on any other aircraft or airspace. The cause of the course deviation was the loss of GPS and slow communication with ATC about the failure. We should have immediately asked for vectors when aware of the problem. While initially we were attempting to reduce the air traffic controller workload; in the end we created more. Poor communication on our part to ATC and it needed to be made far sooner.




Synopsis: CRJ-200 Captain reported experiencing a GPS signal failure after departure and being notified by ATC of a course deviation.
Date: 201909
Local time of day: 0601-1200
Location: DPA.Airport, IL
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: Initial Approach
Airspace: Class D DPA
ATC / advisory: Tower DPA
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Workload
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Airport; Aircraft
Primary problem: Ambiguous

Narrative: Normal training flight. Returning to DPA we were advised to follow traffic on the right downwind Runway 20R. While midfield downwind my student called out traffic off our right; I saw a Cirrus aircraft climbing rapidly into our flight path. Traffic was within 100 feet. I took control and evasive action to avoid a collision. I reported the incident to Tower and another aircraft (not conflict aircraft) reported incident. We continued into the airport and landed with no problems. I called DPA Tower to talk about incident after flight.




Synopsis: C172 instructor pilot reported an NMAC in the DPA traffic pattern.
Date: 201511
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were following a heavy aircraft (approximately eight-mile trail) into LAX from the north. Approaching SMO; at approximately 7500 ft MSL; hit substantial wake turbulence; causing 30 degrees of bank one way and then the other. Calm winds and slight offset got us out of wake. We had also gone through the wake with a substantial bump at approximately FL190 descending via the SADDE6 Arrival.




Synopsis: B737-700 Captain reported encountering wake turbulence while 8 miles in trail of a heavy in the vicinity of SMO on arrival to LAX.
Date: 201708
Local time of day: 1801-2400
Location: BNA.Airport, TN
Flight conditions: IMC
Weather elements / visibility: 9
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZME; Class E BNA
ATC / advisory: Center ZME; TRACON BNA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation - Track / Heading 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: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the PM on our descent into BNA on the RYYMN arrival; night; IMC; landing north.  Memphis Center Controller cleared us to 'descend via' the arrival landing north. Sometime around FL200; Memphis Center told us to now 'descend via; landing south.' We both realized that we were extremely high on profile due to the late runway change; and most importantly; we were approaching the 'branch point' on the arrival. The PF was heads-down; furiously trying to reprogram the FMC. Realizing we were approaching the branch point; I asked Memphis Center for an initial heading; to which Center gave no response. I asked a second time; more emphatically; to which Memphis Center responded 'unable; switch to Approach Control.'I was furious with the lack of proper safety handling from Memphis Center; which was unacceptable. PF got the FMC programmed; after both of us correctly identified the new runway and arrival transition; but we were still about 4000 ft high on the arrival. PF selected 'speed intervention' while in VNAV; without annunciating it to me; and selected 300 knots; all while I was heads-down trying to gather the landing info for the new south flow runways. As the aircraft passed 10;000 ft in the descent; it maintained 300 knots. I looked up; called out our airspeed; and the PF disconnected the autopilot; slowed; and continued descent. I think we maintained 300 knots until about 9500 ft. Very unprofessional; lazy; and unsafe handling from Memphis Center greatly contributed to this event. This was the only time in my 25 years of flying experience that a Controller told me 'unable' when I asked for a simple heading in order to keep safely navigating! Unbelievable and unacceptable handling by Memphis Center Controller.




Synopsis: B737 Captain reported exceeding 250 knots below 10000 feet after given a runway change late in the descent.
Date: 201701
Local time of day: 0601-1200
Location: ONT.Airport, CA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Our CPDLC clearance from ONT was changed from POM9 GMN COREZ as filed to HASSA 8 PMD COREZ as filed (Runway 26R). After the FO correctly loaded the new clearance manually; and we briefed the departure procedure; we noticed the FMC loaded procedure (LEGS page) did not include the TIMME fix between HASSA and PMD as per the Jeppesen procedure. We verbally verified with ATC that TIMME is a part of not only the DAG transition but also the PMD transition; and therefore the FMC load needs to be fixed so that the TIMME fix loads in the FMC as part of the HASSA 8 PMD procedure.




Synopsis: B737 Captain reported that when the First Officer loaded the HASSA8 PMD transition the TIMME fix did not load and was entered manually.