elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were dispatched with an MEL Autothrust Inoperative and placarded appropriately. Crew briefing included discussion on lack of autothrust; setting 1.31 EPR for takeoff and throttle settings needed for flight. I (First Officer) was the Pilot Flying with the Captain performing Pilot Monitoring duties. Environmentals were: Rwy 15R; winds from the south gusting to 29 kts; VMC. With 1.31 EPR set and a normal takeoff roll and acceleration; an oral 'retard; retard' was heard in the high speed regime (100 kts). With good engines and confirmed valid takeoff configuration (takeoff memo green); we continued takeoff with normal rotation and liftoff. With positive rate in climb; I directed gear up. Shortly thereafter; we received a red Master Caution; configuration bell and red arrows on gear light panel. When climb detent was selected (roughly 800 ft) the warning stopped. Flight continued as normal; albeit manual thrust settings were used.


Second narrative: After takeoff; gear up; turning to ATC assigned heading; got a Master Caution and bell for configuration. Gear was up with normal flying parameters. Canceled Master Caution. Flight continued normally with no other issues.


Synopsis: A320 flight crew reported an aural 'Retard; Retard' message at approximately 100 knots on the takeoff roll. The configuration bell and red gear lights alerted on climbout which ceased after climb detent was selected.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Flight Attendant In Charge; First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At departure the lead Flight Attendant did the normal checks and shut the flight deck door. He shut the door harder than normal but not excessively. When he shut the door the top two panels fell in. We called maintenance and had the door repaired and checked. I do not think the door failed on its own. When I first looked back at the door the top left latch was not secure and the two red latches at chest height were down (not in the latched horizontal position.) These latches may have moved to this position as a result of the door being shut hard? Or; these latches may have been in the down/unlatched position already and we failed to notice? I think they were down already. This was our second leg on this aircraft. Both pilots did leave to stretch our legs in the terminal. I cannot say with certainty that I noticed the latch position on either leg. I also cannot say if this was someone accidentally moving these latches or if it was intentional. I want to put this information out to see if there is a trend either way.


Second narrative: Prior to push back and after main entry door closed. FA (Flight Attendant) reported cabin ready and firmly closed flight deck door. Top two panels of the door immediately fell apart from door frame. This was our second flight on this aircraft for the day; with an hour and a half sit time prior to out departure.


Synopsis: B737 flight crew reported two panels fell off door frame as the door was closed for pushback.
Date: 201512
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 900
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During the descent into West Palm Beach (PBI) on the WLACE2 arrival; the aircraft began a 'smart turn' from WLACE Intersection to PRRIE Intersection. The aircraft passed northeast of WLACE @ 4.0 NM and intercepted the course inbound to PRRIE intersection. Miami Center questioned the turn short of the intersection and I stated that the FMS was executing a 'smart turn' to PRRIE intersection. The response was that we crossed into another sector's airspace without notification. I apologized and said that we didn't know that. He gave us a frequency change and the next controller asked the same question. I gave him the same answer and told him that we were intercepting the inbound course to PRRIE via the FMS 'smart turn' profile. Nothing else was said and we continued on our way. Our Falcon 900EXEASy uses the Honeywell Easy II system and we've always set the Bank Angle Factor to '7' for passenger comfort and a more gentle turn rate. However; it now appears that this needs to be set closer to max @ '15' to pass closer to the fixes and eliminate the issue with center expectations. We plan to bring this up to Honeywell and get some specific guidance to prevent any further issues with this type of navigation. We will also include it in our next 'PILOT MEETING' to explain the situations to watch for and make sure that the BANK ANGLE FACTOR setting on the FMS is at '15' for arrivals and departures. That can be changed to a lesser setting when off these type of navigation profiles.




Synopsis: DA900-EASy Captain reported a track deviation occurred when his Honeywell FMS made a 'smart turn' on the WLACE2 arrival into PBI.
Date: 201510
Local time of day: 1801-2400
Location: FNT.TRACON, MI
Aircraft: Helicopter
Operator: Government
Flight plan: VFR
Mission: Tactical
Flight phase: Cruise
ATC / advisory: TRACON FNT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Police / Security Involved
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Airport

Narrative: Aircraft X (law enforcement helicopter) was out patrolling the area yesterday afternoon. He was on his way northbound and I asked him if he had the ability to plug-in an address and fly to it. He said yes and I gave him the address. He asked me why. I told him I believed there was an illegal landing strip at that location. He flew to the address and found the airstrip along with a RC Airplane Club. Aircraft X landed at the airstrip; found an aircraft in the hangar. Aircraft X talked to the wife of the aviator; informed the lady of the airspace violation. The wife told him the aircraft does not have a radio.I know we are not the aviation police. However; if I don't report these violations and something happens; I will be in great trouble. Not only with the authorities; but with my conscience too. I wish the aviator no harm. A simple notification via the rules of entry would be greatly appreciated.




Synopsis: A Controller was aware of a landing strip which he says is illegal. He was working a law enforcement aircraft and advised the aircraft of the landing strip and the location. The law enforcement aircraft proceeded to the location and took appropriate action.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Gear Pins
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors; Manuals
Primary problem: Human Factors

Narrative: After day VFR/VMC flight; the nose gear failed to extend when the landing gear was selected down. After running appropriate checklists and procedures it was determined that the nose gear would not be available for landing and remained in the wheel well. The landing was made to Runway XX at ZZZ which was into the wind. The landing was accomplished on the centerline of the runway using aerodynamic braking to lower energy before lowering the nose to the runway. The aircraft came to a stop and was shut down and secured on the runway. No injury to pilot. The aircraft nose sustained minor damage (scrape) to the nose. The cause was determined to be a loose tow pin which is a piece of pipe placed through the hub for the purpose of towing. During preflight; I did not recognize that the pin was in place as I removed the nose wheel chock.After [the] nose wheel fail-to-extend occurrence; I became aware that the aircraft did not have the proper registration; maintenance program for experimental aircraft; or operating limits. I did possess a copy of a registration from the owner which I believed was valid. Also; since the aircraft was still under the control of the maintenance facility; I believed that the aircraft could be dispatched and that operating limits and maintenance program were in order. The aircraft was released to me by the mechanic responsible for the maintenance on the aircraft.




Synopsis: GA pilot reported failing to notice the tow pin was still installed on nose gear during pre-flight. Gear up landing occurred and aircraft sustained minor damage.
Date: 202011
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While crew was preparing for departure in the aircraft; an ACARS was sent from Captain to Dispatch notifying that there was dry ice in the lower forward compartment and this was not reflected on the release. I was not notified by the ramp agent that there was any dry ice on the aircraft. I calculated the required overburn and forwarded the information to the crew via ACARS. I phoned Ramp Agent to inform that I was not notified of any dry ice in the lower compartment of this 777 aircraft. The response was [the] agent not aware that Dispatch should be notified of dry ice in the lower compartments. Agent assumed a very defensive tone and I terminated the call. I explained the situation briefly to Flight Coordination. The response was that agent was never aware of any requirement to inform Dispatch in this situation also. My concern is that these two ramp agents are relatively senior company ramp agents and neither one claims to be aware of this essential procedure.  The cause was two senior ZZZ ramp agents claim to be completely unaware of an essential procedure to notify Dispatch in the event there is dry ice in the lower compartments of a 777 aircraft. I suggest remedial training for any or all ZZZ ramp agents to familiarize them with their required function in this instance.




Synopsis: Air Carrier Dispatcher reported a communications breakdown between Dispatch and Ramp personnel regarding Dispatch notification of DG handling.
Date: 201905
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out tried to trim aircraft with electric trim switches. My switches were not working so I asked FO (First Officer) to try his; with no success. Accomplished QRC for electric trim inop. Stabilized aircraft and then I transferred control of aircraft so I could call Maintenance Control. After discussion with Dispatch and Maintenance Control we agreed not an emergency situation and safe to continue on at lower altitudes. Coming into ZZZ we asked ATC if it was possible to not give us large altitude or heading deviations due to the manual trim limitations and lag. ATC Supervisor decided to [give us priority handling] and we said that was fine. Landed without any further incident.




Synopsis: B737 Captain reported encountering an inoperative stabilizer electric trim control during takeoff.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: During flight planning; I noticed that the flight was planned on the standard routing which utilizes the ROZZE2 arrival commencing at the QUINZ intersection.  There was a NOTAM stating that the ROZZE2 was not applicable for that particular day. I called our Dispatcher and pointed out the NOTAM and requested different routing.  The Dispatcher agreed and produced a new flight plan.*Dispatcher and crew working together to make sure the flight was safe and legal.  The system worked.*  Additional info:This arrival was known to have an issue from the previous Jeppesen change.  The altitude restriction at QUINZ was incorrectly annotated on the Jeppesen page. If I recall correctly; for a while there was a NOTAM listing the correct altitude restriction while the arrival was still available.  On this day; the entire arrival was 'N/A'd'.This NOTAM was missed by the Dispatcher. He mentioned that there was a way for Dispatchers to let each other know about important issues like this; and said he would enter this NOTAM into that system.Recommend continued improvement of the NOTAM system to prioritize and highlight items affecting safety and legality of flight.  In this age of computers; a user friendly NOTAM system is way overdue.




Synopsis: B767 Captain reported he noticed during flight planning the Dispatcher had missed a NOTAM affecting their route.
Date: 201511
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Off Duty
Reporter qualification: Flight Attendant Current
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Attendant
When detected: Other Lay over
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: After walking into my [hotel] room last night at XA:00; now at XF:00 protesters are out with their bullhorns right in front of the hotel. This is so unacceptable that we are put into rooms where we are not able to receive any sleep. I know that they have gone round and round about runway noise or bullhorns with which room to put us in; but I can assure you any room is better than being subjected to the amount of noise that I am hearing right now. This has been an ongoing issue with this hotel; yet we are doing nothing to look out for the safety of crew by providing a place to get adequate rest. I am exhausted and as of right now there is no hope of me getting any sort of sleep. I wrote it up; but it seems that with this issue nothing is being done to fix it. I cannot express how unacceptable it is that the crew's safety is being put on the line by not allowing us a place to get sleep. Again this has been reported about the protesters and has been going on for quite some time. I called the front desk to see what was being done or if I could call the police to report a noise complaint. She said there is nothing that could be done and the police could not do anything.I have no idea what errors I may make once I get to work not being rested. It is very possible I will make one. Put us in a different hotel until the contract has been settled of the group protesting or do not give crews rooms that are street facing so they can get rest enough to feel safe to do their job.




Synopsis: Flight Attendant reported a poor night's sleep after arriving at her room very late at night then being awakened in the very early morning by protesters with bullhorns on the street below.
Date: 201512
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Just beginning descent; we heard a loud bang from the main cargo deck. During the arrival we heard several more. After block in; I went back into the main deck cargo compartment and discovered a large can had not been secured with the forward locks. The can was in Position 1L. There were no cans behind it for the next ten positions or more. The aft floor locks were up. The can had been sliding back and forth during our approach between the aft locks and the forward bulk head.The load crew did not properly secure the floor locks when loading the aircraft.Re-training of all load crews on the importance of securing the load prior to dispatch. The flight crew; in most instances; will not be able to view the loaded cans from the forward hatch. The load crew will have to be solely responsible for ensuring the load is secure prior to every flight. In cargo operations; this is likely the largest threat we face. We have to make sure the load is secure on each and every flight!




Synopsis: B767 cargo operations Captain reported noticing a load shift in flight; and after landing found the cargo cans had not been properly secured.
Date: 201410
Local time of day: 1201-1800
Location: VQQ.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D VQQ
ATC / advisory: Tower VQQ
Second aircraft: F/A 18 Hornet/Super Hornet
Reporter function: Trainee
Reporter qualification: Flight Crew Student
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Conducting pattern training and practice landings at Cecil field. Cleared low approach by ATC on runway 27L extend downwind; ATC will call base turn due to an F-18 cleared in to land runway 27L. F-18 asked for carrier break and denied by ATC (NOTAMS) told cleared to land 27L. Once Tower told us to turn base I looked over left shoulder to clear for turn and both the CFI and myself realized F-18 was closing on us and then initiated a turn to base and landed 27L. F-18 was co-altitude within 500 feet.




Synopsis: A C172 student with instructor reports being told to extend downwind due to an F-18 landing first. The F-18 requests a carrier break and is denied by ATC. When the reporter is cleared to turn base by the Tower the F-18 is detected close off the left side also apparently on a left downwind to base.