elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 1201-1800
Location: TYS.Airport, TN
Flight conditions: IMC
Weather elements / visibility: Turbulence; 5
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Aircraft component: DC Battery
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I arrived at the airport an hour an a half before the flight and got a standard weather briefing and filed an IFR flight plan. When I tried to start my plane I found that I had left the master switch on and the battery was dead. I had the FBO jump the plane and got it started. We departed and were soon into IMC. We climbed to our assigned altitude of 6;000 FT and set up for cruse configuration. I soon realized that my Garmin 430 did not appear to be working correctly and we came into turbulence. I noticed that the readout on my GPS seemed to freeze. At that point the combination of the malfunction and the turbulence was too much because I had lost altitude and was attempting to recover back to 6;000 FT. At that point I could see VFR conditions below me and I decided to go to a lower altitude. I informed the Atlanta Controller what I was doing and I was going to return to TYS VFR. I used my GPS to return to TYS but when I was taxing after landing I noticed that the GPS had rebooted. I have not had a chance to check it out yet but I am wondering if the GPS was damaged when I jump started the airplane. I had completed a VOR check in the last 30 days and had recently completed an IFR currency check as I was out of currency because of having a back operation.




Synopsis: PA28 pilot discovers that the master switch has been left on and the battery is depleted. A jump start is requested from the FBO and the reporter departs on an IFR flight plan into IMC. The Garmin 430 is found to not be operating properly and the reporter requests descent to VFR and returns to the departure airport.
Date: 202009
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: This was a reposition flight for an aircraft that had been in storage. The mechanic made a last minute placard of the APU door status message. The problem reset properly; but the placard was left in the book to expedite our departure. I have been advised that there was not a mechanic's signature or employee number on the balancing logbook entry.The nature of these ferry flights and the lack of organization makes it easy [to] miss this kind of detail. Probably should have ZZZ1 tech pilots operate these flights because they operate so far from normal operations.




Synopsis: Air carrier pilot reported that there was not a mechanic's signature or employee number on the balancing logbook entry regarding an APU door status message.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: It was the Captain's leg and we were climbing out of FL260. There was a sudden; extremely loud bang; followed by vibration and a huge yaw. The left engine's EPR was indicating nothing; the N1 was indicating 20%; and the EGT was very high. The Captain disconnected the autopilot and we leveled off. I told Center we had just lost our left engine and were declaring an emergency. I mentioned to the Captain the left engine gear box had just been replaced recently and that might have something to do with it. All indications were that this was a sudden loss of the engine with severe damage; so we asked for a turn back to the departure airport. ATC gave us a 180 degree turn and discretion to a lower altitude. I started going through the engine failure severe damage checklist and it lead me to shutting the engine completely down and starting the APU. Everything indicated we would make a normal; single engine flaps 28 landing (we had left hydraulic pressure via the transfer pump; etc.) I did not attempt to contact Dispatch; because we were too low. So; I contacted Company Operations and told them we declared an emergency and were returning with a failed left engine. There would be no need to evacuate; etc. I also briefed the flight attendants and the passengers and let them know what happened and that we would make a normal landing back at the departure airport. I told the flight attendants there would be no need to evacuate. We landed about 1;800 LBS heavier than maximum landing weight; because we did not know the extent of the damage since the failure was so violent. I informed the Tower we would need the Fire Department to inspect the left engine when we taxied off the runway. The Captain landed very smoothly on the longest runway; 12R; and exited at L where we stopped and got the inspection from the Fire Department. Everything looked good to them; so we taxied to the gate and deplaned normally.




Synopsis: While climbing through FL260; an MD-82 engine failed with a loud bang and yaw so an emergency was declared; the QRH completed and the flight returned to the departure airport.
Date: 202102
Local time of day: 1801-2400
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: As I was pre-flighting the aircraft before the passengers were boarding; I noticed that ALL of the cleaners onboard the aircraft did not have a mask on around their nose and mouth.  Most of the cleaners had their mask only around their chin; some didn't have any mask on.  This is a federal mandate; and a company requirement to wear a mask; yet the rule is not being followed.  There's no enforcement.  Plus; there was no air connected to the aircraft; so there was stagnant air.  This was an unsafe environment.  I see this on just about every flight; which is 1-4 legs/day.  I'm also seeing at least 20% of the passengers in the boarding area or walking in the concourse not wearing any mask; and some are just wearing the mask around their mouth only.  There is no enforcement.  I'm seeing this at every airport I've been to in the domestic system.  This Federal Mask Mandate is a complete joke.  Airports are not safe if 20%+ of the passengers are not wearing masks.  These people are not drinking or eating; so there's no reason why they are not wearing a mask.




Synopsis: Air carrier Captain reported observing a cleaning crew onboard an aircraft not wearing face masks correctly.  Pilot also reported people in terminal not wearing face masks correctly.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Windshear
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Training / Qualification; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was PF and the Captain was PM. We had winds gusting to 190/22G40 knots and low-level wind shear advisories in effect. Around 500 feet or so; I was task saturated just trying to fly the plane and I did not see the altitude. We got a wind shear caution. I said 'continuing' and the Captain agreed. He later mentioned he was watching the altitude and we were continuously trending up. We should have used the wind shear escape maneuver according to the SOP. We had wind shear advisories on the first two approaches; had reviewed the SOPs and briefed that with a caution we may choose to continue or perform the wind shear escape maneuver.  A warning and we would be getting out of there. We briefed the entire maneuver to ensure it was fresh for both of us and we were clear on our individual roles. Since we briefed on the approach that we would decide with a Caution; it was fresh in our minds. The Captain mentioned in cruise that we should have performed the wind shear escape maneuver because we were departing. Contributing causes; last leg of 4 flying around weather; moderate turbulence all day; almost diverted and had to hold due to weather on last leg; wind shear on approach and flying at night. I am relatively low time ~120 hours in 7 months; an average of 17 hours a month; which has led to poor consolidation of knowledge.




Synopsis: Air Carrier First Officer reported not following Standard Operating Procedures in a wind shear situation during departure and cited fatigue; weather; and low flight time in the last several months as contributing factors.
Date: 201511
Local time of day: 0601-1200
Location: ENV.Airport, UT
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: King Air C90 E90
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Government
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was in cruise at FL210 and operations were normal. It was minus 17C out and the windshield heat was functional and had been on since departure from a plus 1C airport. We had been at cruise for about 30 minutes when there was a loud pop and an instantaneous spider web fracturing of the left panel of the windshield. The fracturing began on the right and travelled towards the left across 95 percent of the surface area. I felt small flecks of something hit my forehead and later noticed a few small flecks resting on the glareshield. My passengers reported that when the fracturing occurred; they felt a change in the airflow in the cabin. The cabin did not depressurize. I ran the abnormal checklist for a cracked/shattered windshield and called ATC requesting a descent and divert to an airport in VMC conditions within 50nm. The forward visibility through the windshield was minimal. During the descent I could hear the windshield continue to fracture; though slowly. (A picture taken after landing; compared to a picture taken by a passenger when the event first occurred; did show the fractures had increased.) I could not tell at the time if both the inner and outer ply were compromised. I landed at the divert airport without further incident. It was challenging to see clearly through the windshield and I had to look out of a small unblemished spot in the lower left to land. The left panel of the windshield has a documented history of more than 3 years of slight delamination in the lower right corner. That spot has been periodically inspected; marked; and signed off as acceptable. Within the previous month a pilot had reported that the delamination had grown slightly beyond the markings. As a result; a qualified maintenance person inspected; re-marked; and signed the windshield panel off as acceptable.




Synopsis: A BE9L pilot reported deviating to an alternate airport after the left cockpit window fractured in cruise at FL210.
Date: 201703
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying; Flight Engineer / Second Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather
Primary problem: Weather

Narrative: At FL340; aircraft encountered moderate to severe mountain wave which brought the aircraft unexpectedly to gaining about 12 knots airspeed within seconds of the encounter which brought the aircraft five knots into the red region on the speed tape. Recovered the aircraft by turning off the autopilot; increased altitude 120 feet high and throttles to idle. Brought the aircraft back to FL340 and placed automation of aircraft back on line. Received a call from the back stating that the two flight attendants fell to the floor (not in their seats) and a customer sat down on the floor while not in her seat either. After the flight; the flight attendants said they were alright; but asked them to file a report. Wrote up the aircraft overspeed and notified maintenance.


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


Synopsis: A320 flight crew reported moderate to severe mountain wave over the Sierra Nevada mountain range which caused an overspeed.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: I was departing from runway 14 after visually scanning the airspace and announcing over Unicom my intentions to depart on runway 14. Just as I was clearing the tree line at approximately 50 ft AGL I noticed a low flying helicopter approaching at approximately 100 kts ground speed at a 100 ft above tree tops level going from right to left and on a direct collision course with me.I lowered the nose to below the horizon and below the tree line to duck below the helicopter. Once the helicopter passed I continued my climb without incident. After the near miss I called the helicopter on Unicom with no response. I decided to follow the helicopter to see if I could have a talk with the pilot after he/she landed.The [helicopter] continued at low level for a few miles then climbed to 1000 ft AGL to clear into class D airspace. The only way I could track the [helicopter] from 1;500 feet and a mile in trail was with TIS (Traffic Information Service). When the [helicopter] did not land at the class D airport I turned around and continued on my way without being able to discuss the situation with the [helicopter] pilot. I am not sure what I could have done to prevent this near miss. I know the [helicopter] pilot was joyriding at treetop level and not paying attention to his chart. Following the [helicopter] pilot made me feel good but probably was not the smartest thing to do. Being hyper focused on following a black aircraft that was very close to the ground had my attention focused on the [helicopter] and not as focused on everything else around me. Two wrongs don't make a right. Glad to be alive. Hope the [helicopter] pilot does not kill someone with his/her treetop joy riding.




Synopsis: Helicopter encroached on airport airspace without being in contact with UNICOM frequency. Reporter of departing aircraft had near miss with encroaching airplane.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We flew the approach down to CAT 1 minimums of 211 ft due to the fact that there was heavy rain storms over the field. There was about a 12 knot crosswind from the right. Spotted the lead in lights at minimums clicked the autopilot off and landed right side of center line of the runway. Experienced a little 'float' but a normal and uneventful landing. Taxied to the gate and parked the Aircraft. Normal taxi no unusual feeling or noise. I was notified that the gear had collapsed later that day; while on the gate.

Callback: The Reporter stated that he did not have any more information. The Reporter stated that he was notified a couple days after the event and doesn't even know which gear was involved or the nature of the collaspe. The Reporter also stated that the ALPA rep or maintenance haven't called him back with more information.

Second narrative: The aircraft we operated experienced major landing gear damage that became apparent when the next operating crew returned to the gate with a different mechanical issue. We flew a normal Cat I ILS in IMC conditions during a heavy rain event at the field. We continued to land at minimums with the red terminator bars in view and saw the entire runway environment shortly after. Landing was slightly right of centerline but the PF (Pilot Flying) quickly corrected back to center and autobrakes quickly decelerated the aircraft. There were no abnormal indications or indication of anything wrong as we rolled out or taxied in to the gate.


Synopsis: A320 Flight Crew reported being notified later that the gear collapsed while parked at the gate.
Date: 202201
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower 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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to landing at ZZZ we received a slat fault indicating zero slats in flap position 1. ECAM and QRH were followed to plan for flap 3 slat 0 approach and landing to Runway XX at ZZZ. [Requested priority handling] with ATC. Airport and runway conditions were considered [and] landing distance was calculated. Dispatch was contacted along with a briefing with the Purser prior to conducting a successful approach and landing to Runway XX.




Synopsis: A320 Captain reported leading edge slats refused to move to commanded position on approach to landing and made a precautionary landing at destination airport.