elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out around 19;500 ft we heard a lot bang. About the same time got a 'Right Engine Flameout' caution. I selected altitude hold on the FCP (flight control panel) and had the FO notify ATC. I then called for the QRH. We discussed what immediate action items to complete and then FO continued with engine failure inflight and single engine procedures. I briefed the FAs and passengers. We returned via ILS XXL. After landing exited runway and had ARFF do a visual inspection of outside of aircraft then proceeded to park at gate.  Cause Unknown. All indications were normal until engine failed.


Second narrative: While climbing through 19;500 both the Captain and I heard a loud bang. I heard it come from the right side of the aircraft. We both immediately looked at the engine indications and I noticed the right engine rolling back as well as a right engine flameout message and all other associated messages that occur when an engine shuts down. Once that occurred the captain pressed ALT on the autopilot to hold the current altitude. We [advised] ATC and stated that we have a 'right engine failure'. During this time the engine was trying to relight but was unsuccessful. We went through the emergency checklist and while pulling the right throttle back to idle we noticed that the ITT spiked above 1;100 degrees; the ITT needle was pointed straight up and red. We continued on with the appropriate checklist (QRH) and proceeded back to ZZZ and made a safe landing where the ARFF circled our aircraft. Once they stated that they saw no visible damage we taxied to gate. The Captain handled flying the aircraft as well as talking to the flight attendants/passengers during this [situation] and I was handling the QRH. Once I was done with the checklists; I took over the radios while returning to ZZZ. We returned single engine with a flaps 20 landing. The Captain did an amazing job handling this [situation].Not sure why the engine failed. I would love [to know] when that information is determined.


Synopsis: CRJ-900 flight crew reported engine failure resulted in divert to emergency landing.
Date: 201810
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During flight we noticed what sounded like cargo shifting. We could hear the [cargo] slamming up against a bulkhead or another can any time we changed power settings or made a turn. After landing a ground person informed us that the previous station had not put the locks up in the aft cargo compartment. This is potentially a deadly situation and should be dealt with accordingly. I [once] watched as a 747 crashed into the ground due to improper loading techniques. This situation is completely unacceptable and could cause loss of aircraft and life.


Second narrative: Once in level flight at cruise we noticed that with every speed change a loud thump was both heard and felt in the airframe. A cargo can was clearly not secured. We determined the only course of action was to fly smoothly and continue to land. Upon review of the load plan every cargo station appeared to have a ULD (Unit Loading Device). As undesirable as the situation was; we determined that the other [containers] would help contain loose [container]. On descent every speed and altitude change was accompanied with an audible and physical thump as the ULD shifted. The sound appeared to be the [container] nearest the flight deck on the forward station of the main cargo deck. Upon landing we investigated further and found the AFT belly cargo ULD to be completely unlocked. It was alarming that the thumps and thuds were from the cargo station most distant from the flight deck and were so apparent to us. This is yet another instance of [Company] being lucky instead of good. If the empty can had been heavier and perhaps not surrounded by other locked cans to contain it the outcome could have been different. The quality of the [Company] ground service and station maintenance is dismal; it is extremely apparent on line operations that the only motivation is for an on time departure at all cost and any risk. Until [Company] sees employees as an asset as opposed as a liability nothing will change; mistakes will continue; and incidents are inevitable.


Synopsis: B767 flight crew reported cargo shifted during flight due to ground crew not installing cargo locks.
Date: 201304
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class C ONT
ATC / advisory: Tower ONT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Training / Qualification; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were cleared for a visual approach to Runway 26R at Ontario; CA. We were configured and descending on the glide slope. At about 5 miles from the runway Tower called traffic at 11 o'clock. They stated they were not in contact with them and intentions were unknown. We began looking to see the traffic and saw it on TCAS. It was about 3 miles away. The terrain and buildings on the ground made it impossible for us to visually acquire the traffic. Then the TCAS target went to a TA. We were still trying to find the traffic and then the TCAS RA occurred. I started a shallow climb to comply with the vertical guidance. The traffic passed 450 FT below us; and we were never able to see the other aircraft. After clear of conflict received; we reported the TCAS climb to the Tower. Then I started to descend again and recaptured the glide path. Then we made a normal landing.


Second narrative: [Report contains no additional information.]


Synopsis: An A320 crew on approach to ONT Runway 26R took evasive action to a TCAS RA as an aircraft passed about 450 FT beneath their aircraft.
Date: 201812
Local time of day: 0001-0600
Location: DEN.Airport, CO
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Human factors: Communication Breakdown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Contributing factors: Airport
Primary problem: Airport

Narrative: It has been a long problem in DEN. We cannot get cell data and airport WiFi is too far from airplane to use. [Company] needs to provide crews with appropriate facilities to do our job. Please fix this long-standing situation.




Synopsis: Air carrier pilot reported a poor data connection at DEN airport making it difficult to obtain current weather and releases.
Date: 201902
Local time of day: 1801-2400
Location: TUS.Airport, AZ
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON U90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: GPWS warning on arrival into TUS. We were on profile flying the ZONNA1 RNAV arrival for Runway 11L. Well prepared for the arrival having briefed terrain issues as well as altitude constraints; MSA; terrain pb's (push buttons) on etc. CA (Captain) was PF (Pilot Flying). Prior to SSAND intersection and before meeting the constraint; ATC gave us a heading of 265 for an area of moderate rime icing; and a further descent to 10;000 feet. Aircraft defaulted into VSI mode and I slowed the descent rate down from 2;500 FPM to approximately 1;500 FPM. At approximately 10;300 feet. the GPWS issued a warning and associated aural 'terrain; pull up.' We complied with the GPWS recovery actions and the warning quickly ceased after approximately 3 warning cycles. Continued climb thru MSA of 10;700 feet. and queried ATC. ATC stated that their MVA was 9;900 feet. in our area and was a bit surprised we received the warning. We did not receive a GPWS caution. Our radio altimeter never activated. We did not receive any terrain indications on our ND's (Navigation Display).




Synopsis: A320 Captain reported receiving a GPWS terrain warning on arrival into airport.
Date: 201506
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: A380
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While flying the Fern5 arrival into SMO; descending thru FL370; we experienced severe wake turbulence from another aircraft in front of us. Believe [the aircraft] to be an A380; on the SADDE6 arrival to LAX. The event took place between REBRG and DERBB intersection with ATC reporting the A380 'super' was 15 NM ahead of us and descending. The aircraft upset was an abrupt negative g's; followed immediately by a right roll to 90+ degrees. Then; quickly brought the plane back to a level attitude; assessed PAX injuries; aircraft control in approach/landing configurations; and if any structural damage. No serious injuries; and aircraft integrity was verified. Continued to destination due to close proximity of all diverts (VNY; BUR; LAX). We [advised ATC of a medical issue with a passenger]; as a precaution; to have PAX checked out by medical personnel upon arrival. They were examined and released to go home within 10 MINS.The Fern5 and SADDE6 converge and share fixes at DERBB; REYES and FIM. No altitude restrictions on either arrival. The Fern5 is tailored for smaller GA aircraft and SADDE6 tends to be larger commercial aircraft. These two arrivals should not converge; share fixes; and [they should] have altitude crossing restrictions. ATC should also be aware of these conflicts and not allow 'heavies [and] supers' to be descending thru this airspace [without] much; much greater lateral and vertical separation.


Second narrative: Aircraft flying into LAX on the SADDE6 arrival cross over three shared points with smaller jets flying the FERN5 arrival into VNY; BUR & SMO. Seems very inappropriate to have heavy jetliners passing over smaller business jets on these two STARs. ATC should have [kept] us informed as to the location of the A380 and warned us about the possibility of wake turbulence. We couldn't even see the A380 that produced the turbulence. He had passed us 15-20 minutes before the event. These two arrivals should not share any common points with each other. Heavy aircraft (especially a 'Super') should be further away from smaller jets even in cruise flight.


Synopsis: C560XL flight crew reported an upset when they encountered 'severe' wake turbulence from a preceding A380 on arrival into the LAX basin.
Date: 201506
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Exterior Pax/Crew Door
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 Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Informed by flight attendant that aft door was opened by agent meeting the aircraft while aft door was still showing that the slide was armed - orange band across window.  Luckily door was already disarmed.  I spoke to agent about the issue and danger of this.  She claimed that [contract] personnel opened the door.  I went up and spoke to them regarding the danger of this and potential deadly hazard. [Contract] supervisor pointed out it was the first day for the Ramper who opened door.  This indicates to me a serious flaw with training ramp personnel regarding safety.




Synopsis: B737 Flight Attendant informed Captain that a contract ramp employee attempted to open a cabin door while an orange band was still across the window.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: Other Takeoff roll
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll was informed that our right engine was on fire. Rejected take off below 60 knots. Performed checklist; inspected by CFR. Returned to gate flight cancelled.




Synopsis: B737-800 pilot is informed during the takeoff roll that the right engine is on fire and the takeoff is rejected below 60 knots. The engine is shut down and the flight returns to the gate.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Hover taxied to the grass area parallel and halfway from the departure end of Runway XX. Announced intention via CTAF to depart from the grass alongside Runway XX; looked and listened for traffic departing or landing [Runway] XX. None observed or heard. Upon reaching 50 feet and initiating a left turn; noticed a single engine Cessna either departing or overflying [Runway] XX.




Synopsis: A helicopter pilot; after making appropriate calls at an uncontrolled airport; reports conflict with another aircraft who had not responded but appeared to be departing or overflying the runway.
Date: 201712
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Received a call from [company] agent informing load planning that a cart of mail was loaded that wasn't previously reported prior to the aircraft airborne. Ramp agent recorded the item as late to gate when the item was actually loaded. Weight change was 1103 LB and trim change of +0.66%. Original weights were invalidated. Adjustment made to show cart of mail loaded. New weight information sent via ACARS to show new weight information.




Synopsis: Air carrier dispatcher reported being advised after the flight departed that unreported freight was loaded and final weights were revised.
Date: 201202
Local time of day: 1201-1800
Location: APC.Airport, CA
Aircraft: Falcon 900
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Second aircraft: Stratolifter (C-135 / 717)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: A FA90 was cleared from APC to FAT via SGD..ECA./.ZZZ. The aircraft departed and turned to ECA prior to reaching SGD climbing to 5;000 FT. This put him directly into head on traffic that we had taken a point out on that had just departed Travis AFB and was turning north to ILA. I queried the aircraft as to if he was proceeding to SGD. He replied negatively and that he was now on course towards ECA. At this point my instructor took over and put the FA90 on a 180 heading and tried to stop him underneath the departure traffic. Unable to do so he quoted traffic to the FA90 then used visual separation to climb him through the KC35. After they were separated we called Travis Approach and got them to take the point out on the FA90 already inside their airspace. If SGD was a flyover point and not a flyby point this situation would not have happened. If the airspace was re-designed so that Travis Approach controlled the airspace around APC this would have been a more controllable issue.




Synopsis: ZOA Controller reported a conflict event involving IFR traffic departing from APC with a military aircraft departing SUU. The reporter suggested some airspace adjustments.
Date: 201604
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Light: Night
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Cruise
Airspace: Class A ZNY; Class E ZNY
ATC / advisory: Center ZNY
Reporter organization: Military
Reporter function: Enroute; Oceanic
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Manuals; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Aircraft X comes out on this IFR flight plan a couple times a week. The mission is to hold at the [fix] with an unknown radius in oceanic/radar airspace. The radar controller; normally asks the oceanic controller to block the airspace with a made up reservation. The problem associated with this are the radar controller who is responsible for this flight does not have communications on a VHF frequency due to altitude. The aircraft tries to communicate with the oceanic controller on HF frequencies through ARINC; but oceanic controller is only blocking airspace with an inaccurate reservation. Who's in control? Who's responsible for search and rescue? Who's responsible for clearance? Who's responsible for coordination?Tonight's reservation was put into the oceanic system by someone other than the oceanic controller. No briefing occurred; no approval granted. Normally; if its an ALTRV or reservation we get a paper showing blocked airspace; times and altitudes; with prior notification. Reservation was put in at [lat/long fix] with a 35 mile radius altitude 23000 feet and below. There is a big difference from the [fix] and [lat/long fix]. I do not believe the reservation properly protected for the mission or flight plan of Aircraft X. In oceanic terms the profile of this aircraft was unprotected in non radar airspace. This has been brought to management's attention many times; with no direction to properly ensure profile integrity or solution. Shame on us!The controllers of this area; have asked for a proper standard reservation with an entry point within radar covered airspace and VHF coverage. Its activated and deactivated . The aircraft would be properly protected at all times. An HF message for operations normal can be agreed upon within a time frame for search and rescue. IFR clearance would end at the entry point. Return clearance will be obtained prior to exit. We are looking for a standard procedure for all; with complete understanding by all. We need your help to get this done. Thank you. Its been going on too long.




Synopsis: A military aircraft routinely conducts a mission while blocking airspace in a radar and non-radar covered airspace. The controllers in this area feel the mission is not coordinated according to rules and the airspace block is not properly protected.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Operations delayed flight 592 minutes. No Dispatch contact. Aircraft and crew are at the gate.




Synopsis: Dispatcher reported Operations delayed an aircraft without contacting Dispatch.