elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Pylon Fasteners & Latches
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on placard manual start valve procedure. At ZZZ the mechanic opened both the start valve access panel on the right engine and later the cowling to successfully start the right engine at the gate. At approximately 5000 feet on takeoff we received an ACARS msg from dispatch to return to gate/ do not takeoff; that the mechanic is believed he had not closed the start valve access panel door (located inboard on the right engine). We also received a Load close out has been deleted message at the same time.The message was sent at our takeoff time... yet we received it several minutes later at approximately 5000 feet... Several minutes of critical delay. We also received another message from dispatch and noticed a 4 minute delay from the sent time stamp until it rolled off the ACARS printer.Ops should have the ATC tower phone number to expedite communications in time critical situations; instead of going through either load control or dispatch through the ACARS system. The ACARS seems to have too much delay.




Synopsis: MD80 Captain reported being advised in flight that an access panel may have been left open after engine start.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing; decelerating through approx 80 knots; the continuous repetitive chime; associated red warning light; and multiple ECAMS were noticed. After clearing the runway at a high speed turn off; I noticed the nose wheel steering was inoperative.  Stopped the aircraft and followed SOP's. ECAMS indicated 'LANDING GEAR NOT DOWN' (transient ECAM) and 'NW STRG FAULT'. The NW STRG was reset and taxi to the gate as permitted per the QRH. PAX and FO advised.  ACARS message to Maintenance Control and Dispatch; conferenced with local maintenance. Pilots kept Customer Service updated. Ultimately the flight was operated back to base under the Maintenance Ferry Protocol Procedures. Upon touchdown and rollout the same 'LANDING GEAR NOT DOWN' ECAM returned and was transient in nature as well. The NW STRNG issue was a repeat issue; occurring twice previously.




Synopsis: A319 Captain experiences ECAM messages for 'LANDING GEAR NOT DOWN' (transient ECAM) and 'NW STRG FAULT' during landing roll out. After stopping on a taxiway the nose wheel steering is noted to have failed and is reset using the A/SKID & NW STRG switch in accordance with QRH procedures. The aircraft had a history of similar faults resulting in the return flight being canceled and the crew tasked to ferry back to base. The entire scenario occurs again during landing rollout.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Challenger 300
Flight plan: IFR
Flight phase: Initial Climb; Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left engine failure climbing through 18;000. Crew disengaged autopilot; leveled off and notified ATC and started diversion.  PM (pilot monitoring) executed the engine failure and shut down checklists; and PF (pilot flying) took over the radios while PM was doing the checklists and programming FMS for arrival. ATC vectored us for a 15 mile visual approach for [Runway] XXL.  Approach and landing were performed as normal as possible and without further incident. Crew felt heavy vibrations in airframe; ailerons; elevator and rudder and received 'L Engine Vibration' CAS. Felt it was a catastrophic engine failure so elected to perform engine shut down checklist. We also received 'L Engine Flameout' and 'L FADEC FAIL' CAS Messages. In flight: 'L & R AUX Bus Fail' CAS Messages (normal ops single engine) During descent; crew saw LH Engine N1 indications between 10-15% N1. But no ITT (interstage turbine temperature) indication (not sure if that is normal ops after engine failure) We elected not to start APU airborne or on the ground and upon parking on ramp did a full aircraft shutdown. No visual indication of external engine or cowling damage. No evidence of oil leaks from cowling.


Second narrative: Climbing through approximately 18;000 feet the left engine failed. 'L Eng Flameout' and 'L Eng Fail' CAS posted. 'L Engine Vibration' posted and it was causing the entire airplane; including all flight controls; to vibrate severely. The pilot flying disengaged the autopilot and began hand flying. I notified ATC and asked for vectors and a new; lower altitude to be assigned. After a short discussion we agreed diverting would be the safest course of action. I asked for vectors. Executed the engine failure in flight and engine securing checklists from the QRH. ATC vectored us for the visual approach to [Runway] XXL. The subsequent approach and landing was completed without further incident. ATC called the emergency vehicles to be ready at our landing runway. Unknown reason why the engine failed.  Unsure how to prevent this. A catastrophic engine failure is outside of our control.


Synopsis: CL-300 flight crew reported left engine failure with heavy vibration resulted in divert.
Date: 201510
Local time of day: 1801-2400
Location: D10.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We departed runway 18L from DFW. Numerous aircraft before and probably after us. Great weather; light south winds. We were climbing via the BLECO7 RNAV departure as were most of the departures off 18L. I was First Officer; Pilot Monitoring. Somewhere around 2000 ft to 3000 ft MSL we encountered what we believe was a previous aircraft's wake. The airplane rolled right; no more than 25 degrees; while the Captain was inputting strong left aileron. After a few seconds the roll switched direction and again we rolled no more than 25 degrees left though Captain was putting in significant right aileron. The whole event lasted no more than 10 seconds; rest of flight uneventful. Prior to our encounter; we heard a previous aircraft on the freq report a wake encounter as well; I don't know exactly where they were.  My guess at contributing factors light winds; and the exactness of RNAV departures.




Synopsis: B737 First Officer reported encountering wake turbulence departing DFW.
Date: 202105
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Human-Machine Interface; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Company Policy; Equipment / Tooling; Procedure; Software and Automation
Primary problem: Equipment / Tooling

Narrative: The scenario of my report happens multiple occasions while working with maintenance manuals and in software program from my IPAD on an almost daily basis.While working in [various programs] on my IPAD to reference AMM data; [and] to document maintenance actions; my IPAD 'times out' requiring me to log back on to all of these applications. When this happens; there is no 'history' saved to refer to; no 'recent pages' stored for reference; and no data is saved that was being entered into a log page for sign off; update or deferral purposes. I am required to log back into all applications and they open as if I have not used them at all during my shift. Any clue or trail of pages I had been viewing is lost. This happens typically at least a few times a shift; some days several times. It has happened during gate calls during troubleshooting with full planes; as well as right in the middle of entering a sign off; update or deferral into software program; and right in the middle of working a maintenance procedure on the airplane and actively referencing the selected AMM pages.  All scenarios MULTIPLE times.Aside from the obvious time wasted and frustration factor of constantly re logging in and re launching applications; re finding AMM pages; and reentering log page data that was lost; the bigger concern here is the potential of an FAA ramp check to verify AMM procedure compliance. When my IPAD times out; it is without warning; without recourse or remedy. If I am 'Ramp checked' for FAA compliance and I suddenly have to 're log in' to [software programs]; the appearance to the FAA inspector is that I never had these manuals open in the first place which would be false; which leaves my license open to FAA scrutiny at no fault of mine.I've inquired to the 'hangar IPAD person' that randomly comes on midnight shift but was told my issues 'couldn't happen' the way I described and my issue was basically dismissed; so no remedy or resolution was offered.




Synopsis: Technician reported many issues with maintenance iPad are causing numerous delays.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MU-2
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Descending into the airport I flew through my assigned altitude of 3;000 feet by approx. 150 feet.  I caught it at the same time approach called us to check our altitude.  The altitude captured on the autopilot but due to the descent rate it flew through the selected altitude. This day was our first working trip with a newly installed glass panel GTN 750 and G600.  We had read the books and trained on the simulator program for weeks but we both were way behind the aircraft on the approach. We had even made a training flight previously and completed both ILS and GPS approaches successfully.  The workload became high when the copilot tried to reload the approach to get it to activate properly and he lost an intermediate fix. While I attempted to assist in reestablishing the approach I let my airspeed drop below what had been assigned by ATC.  As soon as I saw the airspeed deviation I corrected it. I considered just going around and getting set up again when we saw the field and could continue visually.  More training in the actual aircraft prior to working trips should have been conducted.




Synopsis: Twin turboprop Captain reports being unprepared for his first flight after the aircraft had been equipped with newly installed glass panel GTN 750 and G600 flight displays. Although simulator training and actual training flight had occurred; the crew was not prepared for the real thing.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Training / Qualification; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Declared Emergency
Contributing factors: Chart Or Publication; Procedure; Aircraft
Primary problem: Aircraft

Narrative: During initial descent received a MAIN PITCH TRIM INOP Master Warning. The Captain; who was flying; called for the QRH. Right afterwards the BACKUP PITCH TRIM INOP Master Warning was received. The Captain declared an emergency with ATC and asked for a delay vector while we ran the QRH. The QRH procedure fixed the BACKUP PITCH TRIM message but did not take away the MAIN PITCH TRIM message. We landed uneventfully in an emergency condition with use of the backup pitch trim. On the ground via phone; Maintenance had us do a few resets on the airplane and it was determined to be a computer problem not a flight control malfunction.




Synopsis: An EMB-145 alerted MASTER CAUTION for MAIN PITCH TRIM INOP followed shortly by a BACKUP PITCH TRIM INOP so an emergency was declared and; while on a delay vector; the crew was able to restore the Backup Pitch Trim before the emergency landing. Maintenance determined the Main Pitch Trim fault was a computer fault; not mechanical in origin.
Date: 201603
Local time of day: 0601-1200
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; 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 Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Preflight preparation involved flight plan review and NOTAMs with applicable information. In the NOTAM section of our plight plan package there was a note (Jeppesen [NAVDATA] change notice): PEBLE6 RWY27 initial course should be 275 degrees. When departing from 27 and handed off to departure I checked in with altitude passing and on a 275 heading. He asked if we were on the PEBLE6 and I said affirmative. About a minute later he asked if we were on the PEBLE6 again and I said steady on 275 degree heading. About 30 sec later he gave us direct PEBLE intersection and then a phone number for a possible NAV Deviation. Our flight continued normally.After shutdown I called our Dispatch manager and asked about where we get NOTAM info and he indicated from JEPPESEN. He also indicated that there have been some issues with NOTAMs not dropping out when they expire. I then called So Cal Center with the number given by ATC. I explained all of the above and he took the info he needed; gave another number and [I] explained again with the airspace MGR. [He] said it would go to FSDO. We were given wrong information on a NOTAM that apparently did not exist. On departure control [perhaps] if he saw a deviation he could have given corrective heading. (We have visual with aircraft that departed ahead of us). The concern for me as I expressed to everyone I spoke with; future releases of [Company] aircraft with this bad information.The error occurred internally through the vendor and Dispatch and as flight crews we could not have known. I will now carry additional personal iPad with ForeFlight and double check against NOS and Direct FAA info. Note: At no time was this flight in danger; preceding aircraft was in visual contact and no TA generated.


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


Synopsis: CE-750 flight crew reported they experienced a track deviation departing SAN when they followed heading guidance from a NOTAM that was not in effect at the time.
Date: 201506
Local time of day: 1201-1800
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: Tower DAL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were operating a revenue flight to DAL. Approaching DAL from the south we were sequenced for a visual approach on a right downwind to runway 13L. As I was turning downwind to base leg the tower advised us that a drone was seen operating on the final approach for runway 13L at approximately 1000 feet and 1 mile from the runway. The tower controller asked if we would be able to sidestep to runway 13R as there was a [law enforcement] helicopter operating on the 13L final searching for the drone. I instructed my First Officer to acknowledge in the affirmative and I maneuvered to land runway 13R and landed without incident.  We did observe the [law enforcement] helicopter but not the drone.




Synopsis: A flight crew on final to DAL Runway 13L were advised of a drone on final at 1;000 feet and sidestepped to 13R. They detected the helicopter investigating the drone; but did not see the drone.
Date: 202202
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: B757 Undifferentiated or Other Model
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; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: DEN ILS35L IFR; contaminated runway; braking action reported good. We were number two and (if I recall correctly) assigned 170 kts. to DYMON. At 500 ft. the preceding aircraft was still on the runway. I advised the FO (First Officer) to be ready for a GA (go around); as ATC queried them to expedite exiting. Approaching threshold they were cleared; at 50 ft.; we got his wake and the aircraft veered to the right. I added power; maneuvered back to the center line. As I was thinking of initiating a go-around we were out of it. Under the circumstances; I made a split decision to continue the landing and land. We touched down extremely soft; to the point that it was difficult to recognize; which might have caused me to hold off the nose a bit longer than usual. At this time the RCAS system activated- LONG LANDING LONG LANDING. It was the first time I had heard it and startled us both. I braked; exited runway; taxied to the gate uneventfully. Afterwards we discovered that the preceding aircraft was a B757.

Callback: Reporter stated he has had three wake encounters in the DEN area in the last year; with perhaps two in the preceding ten years.



Synopsis: B737 NG Captain reported encountering wake turbulence on short final approach to DEN in trail of a B757.