elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 1201-1800
Location: SRQ.Tower, FL
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C SRQ
ATC / advisory: Tower SRQ
Aircraft component: Heads-Up Display
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Planned and flew a visual approach backed up by ILS14 to SRQ in great VMC. HUD was in NP mode on Aircraft X. Last valid call I remember was 'plus 100'. At approximately minimums (200 AGL); HUD indications shimmered; then blinked; and then filled display with all kinds of data/warnings; to include what I believe was the attitude lines of the unusual attitude recovery mode; largely blocking all direct view through the HUD and making it impossible to use and difficult to look through. At approximately 150 ft. AGL (estimated by looking out window); GPWS flare call outs began to count down 50;40; etc like aircraft wanted me to flare. I was way too high for that. FO (First Officer); Pilot Monitoring stated 'That's not right' and asked me what was going on. I said I lost HUD and was proceeding visually. I was able to 'Fly through the HUD' ignoring its information to a normal landing. He said he saw no other indications.I have no idea [of the cause]. HUD was inop from 200 ft. down. I talked to another Captain; and he told me to treat it like a failure and put in AML which we did. We both understood that 5G is not supposed to be on yet; so elected to treat as failure. Maintenance could find no faults in subsequent checks and signed it off. Next leg was no problem. Delayed flight about an hour. Maintenance stated that they have gotten several reports on different aircraft this week similar to this; but do not know the cause.It is quite possible that 5G testing is going on that we do not know about. Also; quite possible it is just a glitch; another software issue; other interference; or just broken. I suggested to Maintenance that they begin tracking these odd events by airport as well as aircraft. Had it been a low IMC approach; I would probably had to exercise a missed.




Synopsis: Captain reported losing the Heads Up Display on short final.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: When inspecting the logbook I saw the number 2 pack was on deferral. Our first flight of the day was a normal flight. The second leg; while at cruise; FL370; we received the ECAM AIR ENG 1 BLEED LEAK. First Officer continued to fly while I performed ECAM actions. The left bleed valve had automatically closed and I noticed the cabin altitude climbing. We advised ATC and started an emergency descent to 10;000 feet. We then received the ECAM CAB PR EXCESS CAB ALT and we complied with the ECAM actions while descending. Flight Attendant A called the flight deck and I informed him of the problem and I would call him back shortly. Passenger oxygen was not needed as the cabin altitude did not reach 14;000 feet. At 10;000 feet and all ECAM actions complete the fault light extinguished on the left engine bleed; so we decided to turn the left engine bleed on in an effort to regain pressure. A leak was not detected and the aircraft pressurized. We were approximately 160 miles from destination so we elected to continue. I informed Maintenance and Dispatch of the situation and they concurred to continue. I called the cabin and briefed Flight Attendant A. The flight continued to [our destination] without further incident.I'm not sure. This would not have been an emergency if we didn't have the number 2 pack on deferral.




Synopsis: A319 Captain reported being dispatched with number two pack deferred. On the second leg; in cruise at FL370; an ECAM AIR ENG 1 BLEED LEAK is received causing the number one bleed valve to close automatically. Once at 10;000 feet the bleed leak indication clears and the flight continues to destination.
Date: 201402
Location: ZZZ.ARTCC, US
Aircraft component: Galley Furnishing
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: The brakes on the carts do not work. Even when engaged they still roll. They are also top heavy and tip easily. We encountered turbulence after the initial beverage service. A liquor cart was parked in the back of the plane with brake on. Flight attendants were asked to take our seats due to turbulence. We were sitting near the back of the plane in empty seats. A liquor cart fell over as a result of the turbulence. If we had been in our jumpseats the cart would have fallen on a flight attendant.




Synopsis: B767-300 Flight Attendant laments the top heavy beverage carts and their poor brakes. In turbulence the carts can roll with the brakes set or tip over.
Date: 201306
Local time of day: 1201-1800
Location: IAD.Airport, DC
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp IAD
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The most significant part of the event occurred just after the Number 2 engine had been started. I noticed a cart pulling up to the aircraft; from which ramp personnel took three bags and walked behind the left wing with them. Shortly; the cargo door warning light illuminated. Due to what had already been an unreasonably long; frustrating; inefficient and unpleasant boarding process during which no (functioning) air cart was available; I chose to leave the Number 2 engine running and had the door reopened; so that ramp could be asked if additional bags were loaded. They were; so the paperwork was retrieved and the additional bags were accounted for properly. Adding baggage after the paperwork had been finished without notifying the crew was the incident that I am specifically addressing; for obvious safety and legal reasons. In addition; I want to make mention of the fact that this was merely one (and admittedly the worst) display of poor judgment; work ethic; and professionalism on the part of the ramp crew in boarding this flight. Other examples include no ramp personnel being present when passengers began boarding; indicating that the Number 2 engine could be started without having required personnel in place or removing the non-functioning air cart; signaling that the Number 1 engine could be started when no personnel was present on the left side of the aircraft; generally failing to coordinate or make an effort to coordinate with the crew; agent; or operations. In this instance; it is fair to note that the agent did display good effort and a positive attitude in working with the crew and operations seemed to do all that they could (especially considering that our flight was not the only one have problems with ramp personnel at the time).This flight would have been boarded and able to push early with happy passengers if the ramp personnel had simply done the minimum of their required duties. No event occurred requiring 'above and beyond' effort on their part. Additional effort and vigilance was required by every other employee involved in trying to get that flight out. Some suggestions for avoiding recurrence would be having more personnel available and having them be [better] trained.




Synopsis: Dash 8-200 Captain reported a significant number of SOP violations during pre-departure activities; some of which had safety implications.
Date: 201604
Local time of day: 0601-1200
Location: MEV.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Clear; 20
Light: Daylight
Aircraft: PA-25 Pawnee
Operating under: Part 91
Flight plan: None
Mission: Other glider
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM MEV
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I] announced entering runway for glider hook up; then called taking off on 30 with glider in tow. Looked for traffic and departed. The glider I was towing was a heavy 2 place with water and we took off and when I was just about to lift off or had just lifted off a Cessna appeared on runway 16; he had landed 34 and was back taxiing; he later said he had landed 16 (?). I called on the radio to him; 'whoa pal; are you gonna stop?' or something similar. Then he continued toward the intersection. I yelled 'stop' on the radio and he continued (obviously no radio or wrong frequency). Anyway I could not stop before him; nor could the glider so I side stepped to the north; and once past him the glider released and landed straight ahead. I continued around and landed on 30. Airport personnel that witnessed the scenario went over to him to ask if he had a radio; he answered yes and said he was on 122.9 and our frequency is 123.00. He also stated he landed 16; which was disputed by all; he had landed 1/2 way down 34. What could I have done differently; I do not know; I looked and obviously did not see him and certainly did not hear him.




Synopsis: PA-25 pilot towing a glider on takeoff maneuvered to avoid opposite direction traffic that had not checked in on the common frequency.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were assigned a direct clearance to [destination] and assigned to maintain 4000 feet. The AWOS led us to believe we would break out of the clouds at approximately 6000. Wing and cowl ant-ice was turned on since the probes were detecting ice. In order to maintain the N2 green arc; the flight spoilers were deployed and the thrust levers were advanced to manage airspeed and provide adequate bleed air.We advised ATC that the field was not in sight and were then told to maintain 3500 until established on any portion of an approach. I proceeded to make a turn to the FAF.I called for configuration of the aircraft and soon after making the turn; we soon acquired the runway once reaching 3500. When I called for flaps 45; I noticed the red airspeed tape was near the final bugged Vref straight in speed.I increased thrust but the stick shaker momentarily activated. I increased power; slightly decreased angle of attack; and retracted spoilers and the aircraft immediately left the undesirable state. However; we were high on approach and we elected to go around for another attempt which we completed without incident.The root cause of this event is my relative inexperience in getting in extremely high workload situations while flying a jet. I was somewhat surprised by ATC instructions as I'd never heard them like this before. I normally keep my hand on spoilers when they're out but because things got so busy near the end; combined with gusty winds and poorer than expected conditions especially due to icing; I forgot about them. I noticed the final Vref speed was within the red stall tape and this initially confused me. I added thrust but caught the spoilers too late.We should have requested the ILS from ATC earlier in the flight in order to decrease workload. I must always remember that as pilot flying I must aviate first then navigate.




Synopsis: CRJ-200 FO reported executing a go-around after an unstabilized approach that included getting a stick shaker stall warning since the speedbrakes were left extended with flaps out.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ1
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on final for Runway XX; in Aircraft X; and my student accidentally put in flaps 40 on about a mile final (this is pretty easy to do as the flaps are really touchy and the indicator is above the students eye level). This caused him to get low and slow. I asked if he wanted to go around and he decided to continue. His focus was mainly on that and he failed to notice he was coming in crabbed to the right. I told him to use left rudder to straighten; which he did about 10 ft above the ground but at that point we were extremely left of center line and he panicked banked to the right; very hard; I told him to go around but he did not respond and we touched down completely side loaded and fairly hard. I took the controls and went around; but with all the flaps in it took a bit to get off the ground and the tail dragged on the runway. Once we got off the ground; I told the tower we were going around and that we were making this a full stop because we had a hard landing. [They] responded by telling us to set up for a left downwind for Runway XX1; and that we were cleared to land. In the meantime I did hear the tower send maintenance to inspect the runway; and they found no damage. This landing was fine and we taxied back and had maintenance (Name) inspect the tail. He said there was nothing but cosmetic damage to the left elevator and tie down. The plane was flown again.




Synopsis: Flight Instructor reported the student lost aircraft control resulting in a hard landing followed by a go around back to landing for maintenance to inspect the aircraft for damage.
Date: 202004
Location: ZZZ.Airport, US
Light: Daylight
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Other Person
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was informed that a passenger in the gate area was refusing to cover his/her coughs in the gate area and were making people in the gate area uncomfortable due to the COVID-19 pandemic; and the non compliance with being asked to cover the coughs. A Supervisor was called and spoke with the passenger. [We were asked] if we were comfortable with the passenger flying and from the information [they] told to us; we were not.I believe during the COVID-19 pandemic that passengers should be screened before boarding and if people are believed to be sick they should be denied boarding to prevent spreading the illness.




Synopsis: Flight Attendant reported a passenger was coughing in the gate area making the crew and other passengers uncomfortable due to the COVID-19 pandemic.
Date: 201707
Local time of day: 0601-1200
Location: BHM.TRACON, AL
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E BHM
ATC / advisory: CTAF 20A; TRACON BHM
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Procedure; Human Factors; Chart Or Publication
Primary problem: Procedure

Narrative: Aircraft X called on the ground at ZZZ for IFR clearance to 20A. I cleared and released Aircraft X to 20A with instructions to enter controlled air space heading and climb to 4000 MSL. He called me airborne and I radar identified him. He requested the RNAV 23 to 20A. I cleared him for the approach. Passing the IAF; I told him to report cancellation of IFR and to change to advisory frequency. He changed to advisory frequency. Approximately one mile from 20A; Aircraft X reported IFR cancellation. I did check the NOTAMS page on the NIDS (National Information Display System) before assuming SR (Radar position); but I unintentionally overlooked 20A because it is used very seldom.I did not check the NIDS to see the NOTAMs for 20A at the time of event due to the volume and complexity of active traffic. I was also in the process of splitting sectors with another controller to reduce the workload. The traffic became complex quickly and unexpectedly. It wasn't until I was relieved that I was told runway 5/23 at 20A was NOTAM closed this morning. The CIC called the local sheriff to check on the status of Aircraft X. The sheriff reported he had to go around due to vehicles on the runway and circled to a safe landing after vehicles were clear.NOTAMS for runway closures and other significant outages are verbally disseminated to the controlling facilities at least 24 hours prior. This NOTAM was passed to BHM around XA:00 on the day of the NOTAM becoming active. The NOTAM began at XB:00.




Synopsis: BHM TRACON Controller reported he cleared an aircraft for an approach to Robins Field (20A).The Controller did not check the NOTAMs for the airport and the runway was closed.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: During takeoff roll past 100 knots; saw dust devil moving across end of the Runway (XL).  With all the trash swirling in the dust devil I initially thought it was a flock of birds.  The FO (First Officer) continued with a normal takeoff.  At about 150 feet encountered a shake and the aircraft rolled about 20 degrees to the left.  FO corrected the roll and we continued the climb out and continued to destination. The predictive wind shear system never activated during the entire takeoff.




Synopsis: B737 Captain reported encountering an uncommanded roll during takeoff climbout.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown; Time Pressure; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Undeclared Hazmat [cargo] discovered after takeoff. It was described to me as Miscellaneous; Category 9 in positions 1R (main deck) and A (lower forward). Ramp says no subcategories; no batteries. Ramp says no restrictions with loading it next to ADG or in the lower forward cargo. 483kg of Hazmat in each position. Crew notified of these details.




Synopsis: Air carrier Dispatcher reported the discovery of undeclared Hazmat cargo after aircraft departure.