elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Location: SAN.Airport, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approaching TOD at FL380 received FO (First Officer) over speed clacker accompanied by airspeed disagree and altimeter disagree. CAPT instruments and STBY instruments were in agreement and normal range. FO airspeed indicated greater than Vmo. Conducted airspeed unreliable checklist. During this also received ENG master caution due to EECs switching to ALTN. Conducted EEC alternate mode checklist. Also began to have problems with VNAV. Reviewed Approach pages of QRH for approach requirements. Both checklists complete decided to continue to SAN. [Notified] ATC to make them aware of our degraded condition. Notified flight attendants and passengers. Notified Dispatch via acars and entered quick [notice and request] for maintenance. Conducted arrival and descent with CAPT as PF (Pilot Flying); autopilot A on; autothrottles off using combination of level change and vertical speed. LOC 27 to SAN in VMC to uneventful landing. Taxi to gate and normal shutdown and deplaning.




Synopsis: B737 First Officer reported malfunctions with airspeed and altitude instruments as well as the EECs.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Compressor Stator/Vane
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing Runway XX at ZZZ. Flaps 1 [flex thrust] takeoff. Received ENG 1 Compressor Vane ECAM. I announced 'REJECT' and accomplished rejected takeoff maneuver. I called for rejected takeoff QRC and Pilot Monitoring accomplished QRC procedures. Rejected Takeoff QRC was completed; we exited Runway XX and taxied onto Runway XY holding short of Taxiway X per ATC instructions and accomplished ECAM. Taxied to back to the gate.


Second narrative: Report narrative contained no additional information.


Synopsis: A319 flight crew reported a compressor problem and ECAM message on departure; resulting in a rejected takeoff.
Date: 202108
Local time of day: 0601-1200
Weather elements / visibility: Mix of VMC and IMC; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Other all phases of flight
ATC / advisory: TRACON ZZZ
Aircraft component: Aircraft Documentation
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Troubleshooting; Communication Breakdown; Confusion
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Postflight
Result: General None Reported / Taken
Contributing factors: Aircraft; Manuals
Primary problem: Manuals

Narrative: We recently purchased a new Piper P100i directly from the manufacturer. The aircraft was picked up and delivered by one of our staff members. We started conducting flight operations with the airplane last week. I conducted two days on flight training. Both days we conducted cross country flights. The aircraft has the latest advance avionics from Garmin ( G3X; GNX 375; G5). I verified that the POH was present prior to the flights. After reading the POH [Pilot's Operating Handbook] more carefully this morning I realized that the pilots guide for the Garmin G3X; G5 and GNX 375 were required documents; as listed in the limitations section. I have electronic copies of the manuals but no hard copies of the manuals were provided by the manufacturer of the airplane when it was received by our staff member at their plant. We have grounded the airplane and initiated an investigation. We are contacting Piper Aircraft and Garmin to determine if the part numbers listed in the POH require hard copies or if the electronic versions of the documents are adequate to meet all regulatory requirements. Our safety team will conduct a safety audit of the aircraft; its records; and all its documents today.


Second narrative: I recently started training in this new aircraft PA28. Today I was informed by the Chief Pilot that there were documents missing from the aircraft. The plane is missing the physical copy of the pilot's guide for the Garmin G3X; G5 and GNX 375. All three of these documents are listed as required documents in limitations section of the POH [Pilot's Operating Handbook]. We have electronic copies; but do not have the hard copies of the manuals. The manuals were not provided by the manufacturer when the plane was released to one of our instructors. We have grounded the plane and are not flying until we receive these documents. The school is looking into verifying all the required manuals; and moving forward I will verify that I acknowledge all limitations prior to my flights.


Synopsis: Instructor Captain reported the newly purchased aircraft is possibly missing required avionics manuals.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger X that was escorted off previous flight for acting erratically and refusing to wear his mask was then given a boarding pass to fly on the flight I was working. Agent never informed Captain or crew of this passenger's history. The only way we found out was by Captain asking agent when she came to close the flight about the information of this certain passenger!  I had to ask this passenger numerous times to follow the mask policy. Communication on the agents behalf would be a good start and for the company to actually follow through with the mask policy! I am risking my health and safety every time I come to work; it would be nice if my company would actually start to act like they care. Working on an aircraft has become a dangerous place to be. I'm begging the company to pull their head out of the sand and start taking my overall health and safety seriously!




Synopsis: Flight Attendant reported a passenger; whom had acted erratically and refused to wear a face mask on a previous flight; was allowed to board the flight.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 8
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Training / Qualification; Distraction; Time Pressure
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Pilot Monitoring. At approximately 1;200 ft. MSL; we heard several (two to three) short bursts of popping noises from the #2 engine and associated aircraft yaw to the right. We leveled off and requested vectors from ATC as we ran the 'Engine Limit or Surge or Stall' QRC; followed by the QRH. The engine parameters remained normal; so we kept the engine running; per the QRH. We elected to return to ZZZ1 after the Captain had conferred with Maintenance. ATC provided vectors; all checklists were completed; and we landed in ZZZ1 without further incident.Initially; I was unsure of what exactly was happening. We figured it out; but I had never experienced a compressor stall before. Perhaps if I had seen it in the sim more regularly; I could be armed with more information and fewer questions about a course of action.


Second narrative: On initial climbout we encountered at least two if not three multiple bangs from the #2 engine; and the aircraft yawed to the right. After a short assessment and normal engine indications; we decided that we had encountered multiple compressor stalls and began to run the QRC for Engine Limit Surge Stall followed by the QRH. After leveling at 5;000 ft MSL; we let ATC in on our predicament and explained we needed to maintain 5;000 ft to communicate with Company. Dispatch and we thought it was best to return to ZZZ1 and land overweight; instead of pressing on to ZZZ2. The rest of the flight and approach and landing was uneventful.Include compressor stall in training so future Crews may be aware and ready for the event. Neither myself nor First Officer had ever encountered this discrepancy before.


Synopsis: Air carrier flight crew reported a compressor stall on departure and returned to departure airport.
Date: 201809
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: After landing on Runway XXL we exited the runway on high speed Taxiway XX with no issues. At the time we did not realize this taxiway was restricted to aircraft with a wheelbase of less than 59 feet and a wing a wingspan of less than 118 feet. Our aircraft exceeded these limits. This information is displayed on the [flight plan] and was missed by the entire crew. The aircraft remained on the taxiway at all times without any issues. A note on the company [SOPs] would be helpful in preventing this issue in the future.




Synopsis: B787 Captain reported they taxied on restricted taxiway after landing roll.
Date: 201405
Local time of day: 1201-1800
Location: PYM.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZBW
ATC / advisory: CTAF PYM
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was returning from a VFR cross country flight with a friend in the passenger seat. Our plane was had a Garmin GNS430 and a Mode C transponder; we were using the CTAF frequency at PYM at the time. We were planning on entering the traffic pattern at PYM. There was a lot of aircraft flying in under 2;000 FT MSL. A plane called a 4 mile final into Runway 15; we were close to that area and we decided to do a climbing turn to look for the traffic. The winds started to shift to favor [Runway] 24 but the other aircraft in the pattern were not changing runways. We decided to climb up to about 5;000 FT MSL over the shore line and do a few practice maneuvers to wait and let the other aircraft land or change runways.We did our clearing turns and did a few chandelles; steep turns; and lazy eights. On the last lazy eight; as we're returning to wings level we see an aircraft fly very close right under our left wing. It seemed to be about 300 FT below us and within 200 FT horizontally; it might have been closer; but at the rate that it flew under us it was very difficult to tell. I applied full power and made a 60 degree bank right turn immediately to try to avoid this aircraft. We thought it was a light twin. It looked like it made no efforts to evade us. They must have been on with ATC; as they were at 5;000 FT going at least 150 KTS; which would put them in the Boston Bravo in a matter of minutes. After this event; the pattern was clear and we made an uneventful landing. I don't know what was going on in the other aircraft; but with the changing attitude of my aircraft in the lazy eight; and the closing speed of the conflicting traffic; left for about a second to react and turn. The light twin being fast; relatively small; and in the blind spot under our nose was able to get too close without us seeing them. ADS-B would have been invaluable in this situation; as we would be able to see the other aircraft on the display quicker and easier than trying to spot it whilst performing a maneuver.




Synopsis: A pilot practicing proficiency maneuvers at 5;000 FT prior to a VFR approach to PYM has a near miss with an aircraft which he assumed was IFR because it was not on PYM CTAF.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise when we received ANTI ICE CAPT PITOT. Within 30 seconds we had additional ECAM of ENG 2 REVERSER FAULT. On Status page for INOP SYS we had REVERSER 2. We reviewed FOM and MEL book. Based on the information provided in FOM indicating 'LAND ASAP' (LAND ASAP was not an indication on the ECAM). We did not have any vibration or any other indications the system was pressurized or unlocked. For precautionary reasons we chose to LAND ASAP per FOM. We notified ATC and declared emergency to divert to [the nearest suitable airport]. Dispatch was notified and we landed uneventful. On landing roll we received additional ECAM; 'L/G SYS DISAGREE'. Approximate landing weight was 126.5 with MLDW limit of 134.5. We addressed all of the maintenance issues and added MEL to reflect the Reverser 2 is inoperative. Approximately 4 hours later we took off. Just at the top of descent point we had the same ECAMs in exact order as we had previously. All the discrepancies once again were addressed in the log book upon arrival at gate. The ECAM actions on the aircraft are not consistent with FOM. We decided to act on the safe side of the operation; even-though this situation could easily be interpreted as NOT to land ASAP and consequently having a different outcome.


Second narrative: En route we had an Anti-Ice Capt Pitot about 30 seconds later we had an Engine 2 Reverser Fault. Shortly after the anti-ice cleared but the Engine 2 remained. There were no actions on the ECAM so we referenced the FOM. The only action listed is land ASAP followed by other conditions. Since this was not listed on the ECAM we both second guessed its intent. At this time I assumed the pilot flying duties and the Captain contacted the Company (I was not privy to this conversation; after which I again assumed the pilot not flying duties). With all the information we had the decision to divert was made. We declared an emergency and made an uneventful landing. After touch down we also had a Landing Gear System Disagree.


Synopsis: A319 flight crew reports a Captain's Pitot Fault followed 30 seconds later by an Eng 2 Reverser Fault. There are no ECAM actions listed but the Flight Manual indicates landing ASAP is required. The crew elects to err on the side of caution and divert. After touch down a Landing Gear System Disagree is displayed.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: MADE PURCHASE OF BELLANCA SUPER KING. AIRCRAFT HAD AN ANNUAL COMPLETED BY MECHANIC. WAS TOLD THE AIRCRAFT HAD ONLY FLOWN [X] HRS IN LAST [Y] YEARS BUT AIRCRAFT AIRWORTHY AND GIVEN LOG BOOKS. MECHANIC ADVISED HE HAD INSTALLED A FUEL METERING UNIT AND LUBED CABLES WITH HIS OWN EXPERIMENTAL EQUIPMENT.FILLED UP ALL FUEL TANKS AND DEPARTED ZZZ; VFR. REACHED CRUISING ALTITUDE OF 7500FT AND LEANED ENGINE 50 PEAK EGT. WHILE ENROUTE ATC ADVISED TRANSPONDER INTERMENTENT. STARTED DESCENT INTO ZZZ1. THROTTLE QUADRANT STIFF AND DIFFICULT TO SET. ENGINE THEN QUIT; RECYCLED TANKS AND ATTEMPTED RESTART. ENGINE THEN BURST OF POWER WTIHOUT ANY MOVEMENT OF THE THROTTLE; THEN CUT OFF. INITIATED LANDING IN MUDDY FIELD. AIRCRAFT SUFFERED NOSE GEAR COLLAPSE. NO INJURIES. LESSON LEARNED1. PRE BUY INSPECTION WARRANTED DISPITE INFORMATION PRESENTED BY MECHANIC AND OWNER.2. MANUFACTURER CHECK OUT.


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


Synopsis: BL-17 Pilot reported engine failure on first flight after purchase resulting in a forced landing.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While taking off on the runway; I advised on UNICOM that I was taking the active and departing straight out of the airport. While at rotation; I felt a bang in the back of the aircraft. I had thought my rudder had let go or something failed in the back. The aircraft was controllable and I elected to land at [a nearby Class D] airport with Tower permission. Upon shutdown and further inspection; I noticed that my rudder was damaged. I later found out that an aircraft landing behind me did not see me and damaged my rudder with his propeller. I had no idea until further investigation that this was the case.

Callback: The reporter stated that after landing he drove to the departure airport to determine if his aircraft's rudder parts were on the runway. What he found was where another aircraft parked with part of its propeller missing. That aircraft's pilot would not say when or how the damage occurred.



Synopsis: After a CTAF takeoff announcement; a small aircraft pilot rotated and felt an airframe jolt; but the aircraft remained controllable. Upon landing at a nearby airport; the pilot discovered rudder damaged from another aircraft's propeller as it landed at the departure airport.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
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 Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing; we received a FLAP FAIL caution message. We proceeded to run appropriate checklists and declared the emergency with ATC. Then we completed the emergency preparations with the crew and operations. We landed with no further problems.




Synopsis: A EMB135 CAS alerted FLAPS FAIL after takeoff so the emergency checklist and a successful landing were completed.