elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Reporter organization: FBO
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I am a very busy CFI.  Also work multiple jobs; including another flying job.  Had a young student solo on the morning of [Date].  As I was doing his paperwork to sign him off for solo; I realized that neither I nor the other instructor he had flown with had submitted his 8710 for his student pilot license.  Submitted the 8710 on the day he soloed; but this means he flew by himself without his student pilot license in hand.  This was simply an oversight on my part.  Apparently I thought I had already submitted his form; and quite clearly I did not.The problem arose because I did not submit my student's 8710 in a timely manner.  Contributing factors were overwhelm and stress due to current pandemic situation and piled on top of that; weeks of unexpected overwhelm from a job.  It was discovered when I asked him for his student pilot license; and he handed me his medical.The human factors all come down to me.  I am usually quite adept at keeping up with all the piles of paperwork involved in being a CFI.  This was an oversight on my part.  Factors affecting the quality (or lack thereof) of my work were stress caused by the general discombobulation due to the pandemic; and overwhelm from one of my other jobs.My action was to file the 8710 immediately and to call the FAA help desk the next day for information on when the temporary certificate would show up.  My student is terribly disappointed that he cannot solo till his paperwork come through.  I apologized for my massive paperwork blunder.




Synopsis: Flight Instructor reported a student flew solo without a student pilot license.
Date: 201812
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DCA
ATC / advisory: Tower DCA
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: Communication Breakdown; Time Pressure
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: My FO (First Officer) was making the takeoff. We briefed the takeoff on runway 1 and it was VMC. I told my FO make the turn prior to the Potomac. At VR; he rotated and kept going straight through 400 feet. I stated; you need to turn. With his eyes inside he said; 'LNAV has not engaged.' I stated again to turn left and he started a 10 degree turn to the left. By this time I could not see the Potomac so I said louder to turn left. I could see his eyes focused making sure LNAV is engaging. As he increased the angle of bank to 15 I said more angle. By this time; I could not see the Potomac.When we arrived in ZZZ; I spoke to him about it and he was insisting that he didn't understand to turn and was watching for LNAV. I asked him if he saw the Potomac on the right and he didn't know. His eyes were inside the cockpit the whole time. I said; 'Aircraft have flown north of the Potomac waiting for LNAV to engage. It's important to stay south of the Potomac verses following LNAV.'I think back to when I was first flying [another aircraft] and how my instructors always stated in VMC make sure you see the Potomac on your right. That is definitely not being taught at [company].Our training at [company] is too focused on LNAV engagement while weak on flying out of DCA. It was a clear day and we should always keep the Potomac on our right through 2000 feet.




Synopsis: Air Carrier Captain reported flight crew communication breakdown on initial climb regarding departure route.
Date: 202008
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 In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion; Situational Awareness
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: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Cleaners radioed 'cleaners off' when in fact they were not off the plane.  They were still in the back of the aircraft; so they started boarding with cleaners still on.  Passengers had to tuck into the row in first class to let them by.  Also cleaners stated 'Sorry we don't have a vacuum;' so no vacuuming was done on aircraft before it was boarded with new passengers.  Passengers were within inches of the cleaners and no social distancing protocol was adhered to as they were co-mingling getting the cleaners off while passengers were boarding.Do not board until it is verified that the cleaners are off.  The agents did not ask the crew that cleaners were off; just the standard cabin temp on? They went by the cleaners saying they were off (when they were not).




Synopsis: Flight Attendant reported that a call was made that the cleaners were off the aircraft when they actually were not.  Passengers were allowed on and had to duck into rows to allow the cleaning crew off the aircraft.
Date: 201906
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: TRACON SCT
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Strong wake turbulence encounter into LAX. Approximately 6 miles spacing from lead as referenced via TCAS. Encountered 'limited aircraft control' because of event; immediately requested vectors off course for 'clean' air. Encounters are much more frequent since the implementation of RECAT (Wake Turbulence Recategorization). Things need to change; spacing is too tight now. No need for pilots to have to deal with this issue which can possibly create severe safety concerns.

Callback: Reporter stated that 'ReCat is a disaster' and in his opinion spacing must be increased for safety.



Synopsis: B737-900 Captain reported a wake turbulence encounter on arrival into LAX that resulted in 'limited aircraft control'.
Date: 201408
Local time of day: 1801-2400
Weather elements / visibility: Windy
Light: Night
Aircraft: Balloon
Operator: Personal
Mission: Personal
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Lighter-Than-Air
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Balloon Inflation
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a balloon inflation a crew member was holding the mouth of the envelope. a. During the hot inflation; the crew person got his foot tangled in the ropes and reached down to free his foot. b. In doing so his arm was exposed to the flames. At the same time I (pilot) saw him reaching down to his foot and stopped the hot inflate.c. He had freed himself and said he was good.d. We finished inflating the balloon.e. I looked at his arm and at the time and it seemed fine but a little red. f. Throughout the evening; part of his arm developed small blisters which were brought to the attention of his father.  g. His father took him to emergency to have a look at it and it was classed as a second degree burn on part of his arm. In reviewing the problem; the young man had placed his foot on the envelope and had gotten tangled in the ropes as the inflation began. To avoid further incidents of this happening again; the procedure in how the envelope is to be held has been changed. These changes are:1. Instructed crew to not place the foot on the scoop or ropes of the envelope at any time. 2. Change the location the crew will stand during inflation.3. Pilot to instruct the crew when to let go of envelope.4. Provide a dry run rehearsal of the steps to be taken.




Synopsis: Balloon pilot reports injury; caused by the burner; to a crew member during a hot inflation.
Date: 202201
Local time of day: 1801-2400
Location: OPF.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp OPF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: ZZZ1 to ZZZ; Aircraft X received maintenance at FBO. A major concern arose during pushback; the ramp is very congested with large business jets directly across FBO's hangar. While pushing back; I realized our left wing was well over an Aircraft Y. The Tug Driver responded it was OK; they had a Wing Walker. I insisted we stop the push and not place our wing over other aircraft. Ahead and to the left was Aircraft Z clearing US Customs. To avoid this we were pulled ahead and far to the right of the taxiway centerline; then the tug disconnected. I refused to taxi out until Aircraft Z was moved as it would have passed well under the bottom 1/3 of my side window. Eventually after nearly an hour a tug moved Aircraft Z and we departed for ZZZ. Suggestions - Move other aircraft as to not encroach the footprint of Aircraft A aircraft prior to push and start.




Synopsis: Air carrier Captain reported a conflict of safety with ground crew movement to safely avoid other aircraft.
Date: 201504
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff roll both right main tires blew out at the same time.  When this event occurred the aircraft had already accelerated through 80 knots and was very near to the V1/Rotate speed.  Captain had made all callouts prior and was almost about to make the 'V1/Rotate' callout when a loud 'bang' occurred followed by fast and aggressive vibration.  Immediately after the bang; Captain called for an aborted takeoff and 'my controls.'  As the exchange of controls took place an immediate smell of burnt rubber filled the cabin and cockpit.  During Captain abort; the thrust levers were brought to idle; full reverse thrust reversers applied; and brakes.  As the aircraft began to slow; the aircraft slightly pulled to the right and Captain applied more and more left rudder and eventually released the brakes as the yaw to the right increased slightly.  The nose never deviated more than about 5 degrees to the right; and only for a split second.  During Captain abort maneuver; I called ATC and informed them of the aborted takeoff with our call-sign.  ATC instructed us to taxi off and when able and contact ground. As the airplane slowed to a stop the smell of burnt rubber was very strong and Captain was concerned about a possible fire/need for an evacuation.  Therefore; after querying ATC whether we were on fire or not (they answered that they couldn't see very well down in our area); therefore; when stopped; [Captain] ordered me to jump out and visually verify whether there was a fire or not.  There was not.  After informing the Captain of the lack of a fire he chose to keep the passengers on-board the aircraft due to the extreme cold and to keep the passengers from wandering into another unsafe situation on the taxiways.  Captain completed a shutdown checklist immediately when appropriate after learning of no fire.  After observing the damage; all items on the after-landing checklist were completed except for retracting the flaps due to damage incurred on the right flap.  Crash-fire rescue; airport operations; and the airport police all showed up and completed their appropriate duties.  Many pictures were taken; passengers were loaded onto buses and taken back to the terminal; and ground service and mx arrived to secure the bags and the airplane.  No injuries were observed or sustained among all passengers; flight crew; and auxiliary flight crew-member.




Synopsis: An EMB-145 First Officer reported a rejected takeoff after two main gear tires failed on the takeoff roll.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had a near mid-air collision with a fairly large drone operating between 3;200 and 3;500 feet MSL (2;000-2;300 feet AGL). My student spotted the drone out of his window; and after rolling the wings to view the drone; I confirmed the drone was well-within 500 feet of the aircraft. We circled the drone and reported it to Approach [Control]; and continued our flight well south of the area the drone was spotted over. We recommend that operators are extremely vigilant to look out for drones while operating at all altitudes; even those where drone use is prohibited. Additionally; drone identification systems should be developed to reduce risk to operators.




Synopsis: PA-28 Flight Instructor reported an NMAC event during training flight.
Date: 202201
Local time of day: 1201-1800
Location: F11.TRACON, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C FLL
ATC / advisory: TRACON F11
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: First Officer flying ILS approach to Runway 28L in FLL. Autopilot was off. At approximately 50 ft. AGL RA (Radio Altimeter) 1 fault appeared for approximately 3-5 seconds then went away. First Officer continued landing with no adverse effects. Possibly a 5G issue.




Synopsis: Air carrier Captain reported receiving an RA fault on short final at FLL; citing possible 5G interference as the cause of the event.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: L engine oil pressure warning during cruise descent. Experienced subsequent engine failure. I was FP (pilot flying). All checklists and procedures complied with. [Advised] ATC. Single engine; normal weight landing made at [destination airport]. Taxied to gate under own power. Flight blocked in 10 minutes early. Passengers ok. Crew ok. Aircraft ok except for engine issue. Maintenance logbook entry made.




Synopsis: CRJ-700 Captain reported an inflight engine shutdown due to a loss of oil pressure; resulting in successful single engine landing at the destination airport.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach right main landing gear failed to extend. Low approach accomplished and Tower confirmed right main gear not down. Captain accomplished go-around and declared an emergency. I complied with ECAM and QRH. Proceeded with L/G Gravity Extension checklist and got three safe gear indications (three green indications on front panel as well as overhead panel). Re-accomplished [approach] and landed without further incident. Maintenance met aircraft and towed us clear of the runway to parking. Great job by ATC.




Synopsis: A300 First Officer reported right main gear failed to extend on approach. Crew declared an emergency and got a successful free fall of the gear.
Date: 201603
Local time of day: 1801-2400
Location: LAR.Airport, WY
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZDV
ATC / advisory: CTAF LAR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approaching LAR in VMC conditions; we were expecting a visual approach; but planned to back up this procedure with the RNAV (GPS) RWY 21 approach. I was PM while my FO was PF. My FO; during his briefing; briefed this plan to my satisfaction. As we drew closer to the airport we requested to go direct to ZEDOP a 7.5 mile FAF. We received this and also a clearance to descend at our discretion to 11;100 feet.Subsequently they asked us whether we wanted to shoot the above mentioned approach or wanted a visual approach and we affirmed our desire to shoot a visual. About 30 miles out; we called the airport 'in sight' and received clearance for a visual approach. My FO dialed 9;700 feet (The altitude from the IAF to ZEDOP) into the altitude alerter; which I confirmed and he continued his descent and altered heading to the east to make the turn to final less acute.We received the handoff to the CTAF and I was engaged in making position reports. As I scanned our position/configuration I noticed we were about 200 KIAS and leveling at 9;700 feet about 5-6 miles from ZEDOP. I thought to myself that this was pretty low so far from ZEDOP and immediately looked at the MSA for Runway 21 noting that it was 13;000 feet just as we got a Terrain EGPWS warning. We immediately executed an EGPWS escape maneuver climbing to about 11;000 before the warning was silenced. The subsequent approach and landing were uneventful.




Synopsis: An air carrier flight crew reported a terrain warning and evasive action during a night approach in mountainous terrain.