elihoole/asrs-aviation-reports huggingface dataset:
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll at approximately 100 KIAS the left engine LP VIB indicated amber 4.6. The QRH procedure for abnormal engine vibrations was completed and the maximum N1 possible was 60% N1. We advised departure we would be returning to the airport. I briefed the flight attendants via interphone of the reason for the return; and advised it would be a normal landing. I then briefed the passengers of the general nature of the situation. Finally I advised Dispatch via ACARS and; as a precaution; declared an emergency with approach. We completed the Engine-out Descent Approach and the Engine Out landing checklists as a precaution in the event the vibrations increased and shutdown of the engine was required. After landing we advised the Tower that no further assistance was required; and taxied the aircraft to the gate where we made a log entry. Maintenance later informed us a chip detection message was indicated on the maintenance pages.




Synopsis: An ERJ-190 flight crew declared an emergency and returned to their departure airport after receiving amber level vibration from the left engine.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: SR22
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Driven Pump
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Reaching cruise; engine failed; landed in cornfield. Suspected cause engine driven fuel pump shaft seized in bushing; sheared and failed.




Synopsis: SR22 pilot experiences engine failure upon leveling at 5;500 FT and lands in a corn field.
Date: 201807
Location: ZDV.ARTCC, CO
Weather elements / visibility: Thunderstorm
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During our flight to IAH; we discovered our Wi-Fi was inoperative. There were no forecasted areas of convective activity until the DFW-IAH area noted during preflight planning; so no real concern. As we approached the Rocky Mountains (near DEN) we were enveloped in an area of thunderstorms with tops well above our weight-limited ceiling of FL370; estimate tops between 40-45k; some higher. Prior [to this]; nearing waypoint 'YALES' (Northwest of DEN) we were trying to get info from our Dispatcher [regarding] a route to avoid weather. Our Dispatcher began discussing TCC (northeastern New Mexico); ABSOLUTELY USELESS INFORMATION; as we would have to traverse all of the WORST of the weather just to get to the New Mexico border! It seemed he was not paying attention to the explosion of weather near the Rockies (happens most days all summer long); directly ON our route. With no WSI [Pilotbrief] for a big picture; no help from [Dispatch] whatsoever; we had to use our Mk-1; grade-A; eyeballs along with our 60-80nm radar to try and find a way through the weather. We got lucky. The WSI picture is so invaluable that the Wi-Fi SHOULD be a NOGO item (if INOP; during convective we much like our we radar). With WSI; we can find a routing to avoid thunderstorm penetration (a really bad thing in an all electric jet) and provide a the expected product...fly from point A to point B safely; efficiently; and as close to on time as possible. Without WSI; we are looking out 80nms and praying. Not a good way to conduct our flights.




Synopsis: A320 Captain reported they had difficulty safely navigating through an area of thunderstorms because their Wi-Fi was inoperative; rendering their WSI system unusable.
Date: 201302
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: HS 125 Series
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Training / Qualification; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Our Clearance was RUUDY 4 Departure and we departed Runway 24. On the departure we were to cross WENTZ at 1;500 FT and TASCA at 2;000 FT. When departing Runway 24 the VNAV was not selected and we may have climbed a little higher than 1;500 FT before WENTZ. After WENTZ we leveled off at 2;000 FT for the crossing at TASCA. The Controller advised us that we needed to cross WENTZ at 1;500 FT on the departure and we asked if we were a little high above the crossing altitude. He replied to us not to worry about it that everything was OK.




Synopsis: An HS-25 Captain failed to level at 1;500 FT at the WENTZ Intersection on the TEB RUUDY 4 because VNAV was not selected for the guidance.
Date: 202107
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Weather
Primary problem: Environment - Non Weather Related

Narrative: Crew was nearing the bottom of the Hawks 7 Arrival in to Seattle and had descended to 5;000 ft. per ATC instruction. Shortly after leveling at 5;000 ft.; crew experienced multiple wake turbulence events from a preceding B737. The pilot turned off the autopilot. Roll rates were roughly 15-20 degrees with about 5-10 degrees of bank. We did not deviate from course or have any exceedance. At the time of the event; the pilot flying (Captain) had auto-throttles off for practice.On the STAR; we were made to slow down early due to the close proximity of the airplane ahead of us. And for metering. We also had tailwinds and were only about 5 miles behind the airplane in front of us. We suspect the tailwinds made it take longer for the wake vortices to dissipate leading to our situation. In the future; I will be more vigilant when encountering this type of threat and talk about it with the Captain. If needed; we can ask for a delayed descent or vectors to mitigate this.




Synopsis: E175 First Officer reported encountering wake turbulence on arrival into SEA in trail of a B737.
Date: 201702
Local time of day: 0601-1200
Location: ZAU.ARTCC, IL
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZAU
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion; Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working BEARZ and noticed two aircraft flashing in conflict alert; one was an aircraft that CRIBB (sector 81) had PVDed (displaying an aircraft data tag on another Controller's radar scope) to me; Aircraft X; a LOT departure. I suppressed the conflict alert but kept the data block on Aircraft X. Aircraft X then flashed in conflict alert with another departure in C90's airspace. I suppressed that as well; then watched as Aircraft X climbed through C90's airspace; into my airspace without coordination. CRIBB (sector 81) had track control and entered an interim altitude of FL200 to prevent further conflict alert with an aircraft at FL210. I asked the FLM if he was aware of the procedures East departures uses and who was violating my airspace. He walked to the East area; C90 had requested higher on Aircraft X and CRIBB had approved FL200; but C90 is unaware of the airspace immediately abutting their facility; and everything else; and completely incurious.C90 should surrender all airspace to ZAU until controllers there can figure out what airspace their neighbors own and how to use appropriate landlines procedures.




Synopsis: ZAU Controller reported of an airspace violation by C90 TRACON.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.TRACON, 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: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a biennial flight review with my instructor; we had just recovered from an approach to landing stall and were setting up for another; when the engine stopped. We immediately notified ATC; identified a field to land in; and began several restart attempts. After less than a minute; the engine sputtered to life and after another 15-20 seconds returned to full rpm. We returned to [departure airport] where I am based and went immediately to the shop. At their request; I phoned ATC; and advised them that we had safely returned to the airport.




Synopsis: C172 pilot reported the engine quit during training; but after a short time they were able to restart.
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: PMC; Performance/Thrust Management Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight cockpit setup everything was normal with the exception of the FMC appearing slow and fix page missing the time and altitude prediction entry line; 6R key. The Technician was onboard and thought it was a cache issue; did an FMC reset; and it worked normally. During the before start procedure I noted that 25.3% CG gave us 3.6 units of trim and this was close to the forward limit of the green band. I left a slight bias toward the green so I set maybe 3.7 units. I called this to the Captain's attention; told him I didn't have the expanded green band and asked if he had one on his trim indication. He did not. We were in the greed band but near the forward limit. Taxi from SE Cargo to Runway 28R was normal. The start of the takeoff roll was normal; thrust set by 80 kts. Shortly after 80 as I was scanning EICAS I noticed the STAB TRIM CONFIG warning flash a couple times and clear. The Captain gestured that he saw it too. This was followed by a steady STAB TRIM CONFIG; Master Warning Light and aural warning. The Captain executed the [Rejected Takeoff] procedure and we stopped on the runway. The speed was in the 100 to 120 range.I didn't get the exact speed because I glanced at the EICAS Warning message and the Captain initiated the [Rejected Takeoff] at the same time. The FMC Speeds were 143-148-158. We stopped just past taxiway T and taxied clear of the runway on P4 as instructed by the Tower. During taxi to gate the highest Brake Temperature Monitoring System indication was a 5 on the number 2 brake. During taxi to parking we also observed that a CG of 25.3% was now giving 4.5 units of trim. The Captain and I discussed this and thought it was strange. While parked at the stand we reentered the performance and it was now calculating 4.5 units of trim with 25.3% CG. I entered both 71 tons and 68 tons; the block out fuel and return fuel to see if it made a difference on the trim and it did not.Duty pilot had a recollection of this happening before but I don't know any details. Maintenance could not find any discrepancy and cleared the airplane to return to service.




Synopsis: B747-400 First Officer reported a CG% out of limits warning during the takeoff roll and a resulting rejected takeoff.
Date: 201910
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Main Gear Wheel
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Logbook Entry; Manuals; Procedure; Aircraft
Primary problem: Logbook Entry

Narrative: Arrived at the aircraft; reviewed the logbook and performed preflight duties routinely. Only thing of note was two new tires on the aircraft. Approximately 30 [minutes] after takeoff I looked at the log book again and noted a discrepancy. The page for our current flight was normal as far as I could tell; to include AWR. The previous page detailed the two tire changes. One entry showed the following discrepancy. Discrepancy: MLG Tire 9; worn beyond limits. Corrective Action: R&R Tire 10. The tire described as worn was not the one documented as replaced. Not sure what I can say; I just missed this error.




Synopsis: Captain reported confusion regarding a main tire and wheel assembly replacement and the logbook entries that resulted in a flight delay and maintenance action.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cabin Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Company Policy; Human Factors; Manuals
Primary problem: Aircraft

Narrative: Number 1 FA (Flight Attendant) reported floor by 1L door felt hot to touch. Captain asked her to keep us apprised if temperature increased while crew checked ECAM and overhead for fire; heat or smoke indications. Several minutes later; the Number 1 said it was even hotter; too hot to touch. I [Captain] asked for cart to be in place and went out to feel it as we had no other indications of an issue. It was hot but not burning. Attempted to contact Dispatch via iPad application and dispatch direct; but had difficulty and used SATCOM instead. The First Officer kept flying while I discussed with Maintenance.Maintenance explained about the NEO (New Engine Option) floor heat in front of 1L Door and we agreed it was safe to continue. 5 minutes later while deviating around storms FA 1 calls up and said she smelled electrical smoke. First Officer continued flying while also talking to ATC and used Pan Pan in accordance with procedures and [advised ATC] requesting CFR (Crash Fire Rescue). Diverted to ZZZ behind us. On the ground approximately 10 minutes later.  No excessive thermal heat noted by ARFF (Aircraft Rescue and Fire Fighting); nor any issues noted once they boarded.  Maintenance did a complete check and was able to defer floor heat and flight continued successfully to ZZZ1.The event occurred because either the floor heat malfunctioned or the crew was not properly trained on what to expect with the floor heating system on a new airplane.Better functioning floor heat or proper crew training on the expectations of how the new floor heating system works and what it will feel and smell like for cabin crew.


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


Synopsis: A321 flight crew reported cabin floor heating system malfunction in-flight.
Date: 201809
Local time of day: 0601-1200
Location: L18.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
ATC / advisory: CTAF RIV
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approximately 1 NM SE of BANDS; descending from 8;000 MSL; heading approximately 210; I noticed a small plane (C-172) at my 10-o'clock; I was at the other plane's 2-o'clock (other aircraft was on my left; drawing right). I estimate distance was approximately 250 feet with vertical separation of approximate 10 feet with other aircraft slightly higher than me. The other aircraft had landing light on; I could see 2 occupants in front seats. I immediately put nose down and pulled power. After approximately 1-2 seconds; I glanced up through sun roof and saw the tail of the other aircraft briefly pass behind my right shoulder. I leveled off; added power and returned to my descent profile. The other aircraft was difficult to see against a busy ground/surface area until it was larger (closer). I was on day-2 and hour-3 of a 3.5-hour flight from ZZZ. My plane is stick/rudder with no auto-pilot; fatigue was likely a factor. I was on 'high alert' for traffic coming into busy CA airspace. I have ADS-B-IN only but highly prefer visual scan outside the cockpit. After the incident I glanced at my ADS-B display and did not see the other aircraft. I immediately resumed my visual scan outside the cockpit. Last second visual contact with other aircraft at my 10-o'clock. It did not appear that the other aircraft either saw me or took evasive action; but I cannot confirm. I did not believe I was flying inappropriately (speed; altitude; airspace) and resumed my descent profile. Approximately 1-minute after the incident I turned on my landing light and broadcast a position report on BNG CTAF. More broadly; I do not have a transponder and do not pick up flight following. I did not file a flight plan. I was in good health; good spirits; [and] looking forward to landing and seeing friends at L18. I had a minor case of gout (arthritis) in my left foot but had not taken any medication on the day of or days before the incident. In ZZZ; the night before; I had 2 glasses of wine with my dad; who is also a pilot. I had an opportunity to detail/discuss my flight plan with my dad the previous night and had flown this route one time 1-year prior. I am fitting my plane with ADS-B out in March. When in high traffic areas I will turn on my landing light and give routine (5-minute) position reports. With new transponder I plan to pick up flight following and file flight plans for all cross country flights.




Synopsis: GA pilot reported experiencing an NMAC during descent to L18 airport.