elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After both engines started; ECAM showed AUTO FLT RUD TRV LIM 1. I called Dispatch; patched through to Maintenance Control; and he had me shut down both engines; leave the APU on; and pull 4 CB (circuit breaker)'s to reset both FACs (Flight Augmented Computers). The message was cleared; we restarted and headed to the runway. The message appeared again after several minutes. I called Maintenance Control back; and we flight crew placarded the Rud trv lim 1 system. Continued to the runway; and completed all the flows and checklist like normal. FO (First Officer) was flying; and we started the TO (takeoff) roll. Around 100 kts; I realized the autothrust was not armed. I reached up and turned it on. Then I realized there was no SRS. At this point I felt we were too fast to reject; and we continued. We did have all Vspeeds and flex power set. We got airborne; and the flight directors were not giving good info; and lever climb was flashing. We continued to 1000 ft. and then went to climb. The engines started reducing power and I pushed them back up to flex; or now MCT. The speed window on the FCU was open showing 100 kts. I pushed the speed knob and it went to 250; pulled open climb; and pushed heading to engage NAV. Now we went to climb detent and everything was normal. At this time I realized with this distraction; we had forgotten to raise the gear. We raised the gear and continued to [destination]. I believe the FAC reset did something that kept the airplane from entering TO phase. I can't come up with any other reason; because we set up everything just like normal.If the FAC reset did cause this; I'm not sure what I should done differently. I will pay more attention to the FMA at a slower speed; to make sure everything is correct and stop the takeoff if not.


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


Synopsis: A321 flight crew reported several distractions led to systems not as expected after takeoff and late gear retraction.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
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
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of 6;000 FT we felt significant vibration coming from left engine; leveled off at 6;500 FT; contacted ATC and declared an emergency; talked to Dispatch they concurred with returning. Approach vectored us away from the airport initially and we made numerous attempts to get them to turn us toward the airport. Returned and made overweight landing without incident and taxied in.


Second narrative: Climbing out of 6;000 FT we felt a significant vibration. Notified ATC and stopped climb at 6;500. Retarding the throttle to idle decreased vibration; but it was still noticeable; attempted to find a checklist for the 757-200 engine vibration; which does not exist. Contacted Dispatch; with their concurrence we declared an emergency and returned; normal landing and taxi in.


Synopsis: B757-200 flight crew experience significant engine vibration climbing out of 6;000 FT and elect to return to the departure airport for an overweight landing.
Date: 201707
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Aircraft: A320
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was an aircraft landing ONT. He was vectored north away from the usual initial fix on the STAR for the SCBBY1 to separate him for other traffic underneath him so he may descend. I APREQd him direct SCBBY for SCBBY1 arrival with Springs sector (combined) and it was approved. Normally from the initial fix; the aircraft descends via with no bottom altitude. I expected this to be ok and didn't coordinate an altitude and was not told to maintain anything specific. I descended him via the arrival and initiated a handful. A few minutes later the sectors were combined for midnight configuration. The relieving controller forgot that Aircraft X was still on the ZLA frequency and removed it from her scope. The aircraft continued to descend via below the MIAs and Springs called and told her to stop his descent which she did. The aircraft was then switched to the appropriate frequency An altitude should have been coordinated by either myself or Springs sector to ensure this doesn't happen again.




Synopsis: ZLA Center Controller reported that an aircraft was forgotten during a shift configuration changed and dropped by accident.
Date: 201910
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Aircraft: Cessna Citation Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B TEB
ATC / advisory: TRACON N90
Aircraft component: Transponder
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Today we departed Runway 24 via the TEB2 (Teterboro two) departure. As Pilot Monitoring; I was monitoring the instruments and talking on the radios. The TEB2 was briefed prior to takeoff and as a crew we thought there was an accurate understanding of the departure. Once cleared for takeoff; the Pilot Flying flew heading 240 degrees while climbing to 1500 feet and continued flying heading 240. In the climb tower told us to contact departure; upon checking in on 128.55 ATC said to recycle our transponder and squawk the assigned code. After a recycling the transponder a few times; ATC still did not have our altitude readout. At that point they instructed us to climb 2000 feet; fly heading 280 and informed us that they still didn't have our transponder and we flew the SID wrong. After being vectored and handed off to the next sector; our transponder finally came online. We complied with and read back all ATC instructions the entire duration of flight. There were no other known issues with the Mode C function of our transponder. Once in cruise; I looked at the TEB2 SID to see what errors could have been made. The TEB2 departure taking off Runway 24 states: Climb heading 240 to 1500 (do not climb above 1500); then turn RIGHT heading 280. The aircraft we were flying is DME equipped; therefore it also reads Cross 4.5 TEB at 1500; then climb and MAINTAIN 2000. Even though I was not Pilot Flying; I misinterpreted the instructions and briefed: Fly heading 240 to 1500; then turn heading 280 at 4.5 TEB then climb and maintain 2000. After re-reading the chart; I understand what errors were made and what instructions I misinterpreted.




Synopsis: Citation pilot reported misinterpreting SID instructions as well as intermittent Mode C reception by ATC.
Date: 201604
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the radar position at sector 66/67 combined. Aircraft X was level at 10;000 feet; Orlando had already taken an automated radar handoff; direct MOANS.MINEE5.ORL; when the pilot reported a TCAS RA. After he reported the RA; I observed an untracked Mode C intruder within [approximately] 3nm of Aircraft X; indicating an unverified 10;000 feet. The next radar return indicated 9;100 feet; and I called traffic to Aircraft X; 'Traffic three to four oclock and two miles; altitude indicating niner thousand one hundred; appears to be descending.' I confirmed that Aircraft X had completed his RA; and was on course and at the assigned altitude; and switched him to Orlando Approach.The untracked Mode C intruder was Aircraft Y.  We recently began operations with them under a Memorandum (Not a Letter of Agreement;) dated [removed] detailing use of radar tracks to provide traffic advisories. However; there have been multiple instances of [this type of aircraft] aircraft covered by this LOA not coming up and requesting a code and traffic advisories; and instead just monitoring the frequency. I had assumed the sector shortly before the incident; and had two [of this type] aircraft monitoring; but neither had requested or been assigned a code; or otherwise radar identified. The only time I spoke to either aircraft was when they informed me of their return to ISM and ZZZ.High performance aerobatic aircraft operating in Lakeland's congested airspace should be required by LOA to be radar identified and in communication with ATC at all times while doing air work.




Synopsis: A ZMA Controller reported of an airborne conflict between an aircraft under ATC Control and an unknown aircraft. The unknown aircraft was found to be a high speed aircraft that was being worked under a special memorandum. The Controller wanted high speed aircraft to work under a LOA that might stop this problem.
Date: 202008
Local time of day: 1201-1800
Location: BED.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: On taxi from FBO; BED Ground gave me; 'taxi Runway 29 via M; S; E; cross Runway 05.' Upon reaching Taxiway S; I stopped short of F to review the departure procedure. Just as I was about to continue taxiing the Ground Controller asked if there was a problem and I informed him I was studying the departure. I thought he said to turn left ahead and I turned on Taxiway G as there is a mound of dirt that obscures Runway 29 and makes it appear to be the approach end; also the concrete that continues appeared to have grass and weeds growing out of it. As soon as I could see around the dirt mound it was apparent that I was not at the approach end of Runway 29 and informed the Ground Controller that I was on G. The Controller instructed to hold short of Runway 29; which I did after continuing my taxi on G.I was cleared for takeoff on Runway 29 from Taxiway G and I requested the amount of runway remaining which was adequate for takeoff. I should not have assumed that G was at the approach end and should have gone back to my taxi chart to confirm what I thought I had heard. Additionally since that area is considered a 'Hotspot;' I believe that it would have been helpful of the Ground Controller to point out the hazard in that area; especially since I had stopped before Taxiway G. Something like 'Aircraft X; continue straight ahead on S past taxiways F and G to Runway 29 full length.'




Synopsis: Pilot reported experiencing a taxiway incursion at BED airport and cited physical visual obstructions contributed to the event.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Distraction; Situational Awareness; Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While working on an Flight Control Data Concentrator (FCDC) #2 write-up; my partner notified me that; while in the main avionics compartment; that he noticed the Engine Interface Unit (EIU) #2 hold down knobs were loose but that the EIU was securely seated in its rack. No further info was given to me at that time and I was under the belief that he was taking responsibility to secure the loose EIU hold down knobs. After this information was given to me I continued and then completed my repair of the FCDC #2 problem. Shortly after the aircraft pushed off the gate; my co-worker asked me if I had tightened the EIU #2 hold down knobs. I told him that I did not because I was under the impression that he had taken responsibility to correct that discrepancy. He immediately informed a Maintenance Lead of the unsecure EIU #2 and requested that the aircraft return to the gate. The aircraft returned and the discrepancy was corrected and documented. The aircraft then departed with no further incident.


Second narrative: Crew refusal for FCDC 2 fault; previously placed on MEL 2795A; my partner and I then worked other maintenance items on 2 gates. We were given a new FCDC to install. I opened main equipment avionics door for access to FCDC 2; while my partner; and setup the cockpit for replacement. I noticed the EIU 2 was seated in the rack near the door with the hold down knobs loose. I went upstairs to let my partner know door was open and that I found the knobs loose on EIU 2. A few minutes later; I was called on the radio that 3 each seat covers were needed on another aircraft. I left to take care of seat covers. When I was finished; I met my fellow Mechanic who said Aircraft FCDC 2 was replaced and ready. As soon as I realized the aircraft was taxiing out and the holddown knobs were not tightened; I immediately contacted Company Bravo South Lead; so Aircraft X could be returned to the gate for recheck of holddown knobs. Aircraft gate returned approximately an hour later. Both EIU 2 knobs were tightened. Log item was addressed thru maintenance data and released.


Synopsis: Two mechanics report an aircraft nearly taxied out without having the Engine Interface Unit (EIU) 2 hold down knobs tightened.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon recovering to 90kts 'maneuvering cruise' flight after demonstrating a stall; it was noted that an annoying level of right pressure was required on the flight controls to maintain wings level. At first I attributed this to a fuel imbalance; though it didn't quite make sense that such an imbalance would have developed in such a short time. Looking out at the right wing I then noted that the right flap had not retracted fully; and was still extended perhaps 2 to 7 degrees (estimated). I made the decision to terminate the flight; and took control from my student for the remainder of the flight; though I continued to talk them through my ADM; so they could learn from the real-world lesson. Evaluating the situation; I elected to remain within a reduced flight envelope near the point that had already been proven. This meant maintaining speed at or below 90kts; throttle setting at or below about 2100 RPM; roughly 1g load factor; and no further flap setting changes. Rather than return to the airport of departure; which was beyond some hills creating orographic turbulence that could have added to the load factor; I elected to return to a nearby airport that had long; wind-aligned runways; this would provide ample margin for a no-flap landing and obviate the necessity for any side slip aerodynamic forces from a crosswind landing. I approached and landed without issue; and taxied to parking. Looking over the flap; someone wiggled it; and it popped right back to its normal position. The suspect roller was greased; the flap mechanism was inspected; and no further issue arose.




Synopsis: AA-5B Flight Instructor reported a flap asymmetry condition in flight.
Date: 202007
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Other Customer Service/Lobby
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Several agents continue to work and hang around common areas without face mask. Agents are working in the lobby and in breakrooms without masks. Potentially exposing us to the virus.




Synopsis: Ground employee reported that gate agents are not wearing COVID-19 protective masks in the work and common areas.
Date: 201907
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B IAD
ATC / advisory: Tower IAD
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
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
Primary problem: Ambiguous

Narrative: During landing; the First Officer flying at about 120 feet; we encountered wake turbulence of the previous landed B737 who had gotten off the runway and was on the taxiway when we were 1/4 mile from the runway. The aircraft rolled to the left and caused the GPWS to give a bank angle warning. The First Officer reacted quickly and rolled the aircraft back to wings level as the aircraft was passing 100 feet. [We were] at Vref +5 and in a normal position to continue the landing. The First Officer decreased the power toward Vref and completed a normal landing. I taxied to the gate and during the walk around the First Officer didn't find anything amiss with the aircraft. The wake turbulence of the previous B737 lingering on the runway longer than normal. We could have had more separation from the previous aircraft on the approach.




Synopsis: CRJ-200 Captain reported encountering wake turbulence just before touchdown at IAD from the B737 they were following to the runway.