elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out passing 28;000 right engine developed high vibration. (4.6 sec) peak. Suspected engine ice. Performed engine blade ice qrh. To no effect. Reduced engine to idle. Vibration remained in Amber rage at idle. Diverted and landed without incident. Engine later found to have structural damage to spinner assembly.




Synopsis: B757 First Officer experiences high engine vibration climbing through FL280. When the thrust is reduced to idle the vibration remains at 4.6 units and the crew elects to divert to a suitable airport. Post flight reveals structural damage to spinner assembly.
Date: 202007
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Troubleshooting; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Enroute just west of LBB in southern New Mexico we received significant GPS jamming and then apparently spoofing.  Both GPS units lost position; and then later they showed position; but position determined by NAVAIDs was different than GPS position.  Multiple other aircraft reported same issue transiting the area.  Luckily we were only 'direct to a fix' so our navigation westbound was not significantly affected.  However; our transponder failed at one point (had a fail light); presumably because of a problem with ADS-B and no GPS signal. Military jamming and spoofing GPS.  Position not exact.  Could cause ATC problems with loss of ADS-B. Limit GPS jamming and spoofing to non-daylight; low volume hours to avoid loss of ATC services; navigation; and ability to use RNAV navigation in short term.  In long term; develop a back up navigation system; such as E-LORAN for navigation when GPS not available.




Synopsis: B737 Pilot reported suspected GPS jamming at this location.
Date: 201604
Local time of day: 1201-1800
Location: CHS.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C CHS
ATC / advisory: Tower CHS
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: PLFMD 1 Departure is confusing. In one place it says to turn AT 560 ft and in another place it says above 560 ft.




Synopsis: A Pilot departed on the CHS PLFMD 1 RNAV and noted Note 1 states 'At or above 560'' while the INITIAL CLIMB instructions state to 560'. Both are minimum constraints climbing to 4;000'.
Date: 202011
Local time of day: 0001-0600
Location: CYYZ.Airport, ON
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Air Carrier dispatch reported ZZZZ ramp failed to document dry ice on the W/B paperwork. 'OK--ZZZZ ramp just relayed to me that possible cargo 8r has 229KG Ice.'  They [ramp] inadvertently did not include that in the paperworkReporter included ramps notification: Dispatch can you pass on to Aircraft X flight crew that position 8R has 229 KG ice... The station did it wrong and they had it going to ZZZZ1 to ZZZZ2.




Synopsis: Air Carrier Dispatch reported a communications breakdown between Dispatch and Ramp personnel regarding DG cargo documentation error provided to flight crew.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ we descended quickly through an area of reported moderate to severe turbulence. In order to get down as quickly and as safely as possible the FO used the speed brakes in order to keep the speed down. Several moments after the speed breaks were selected to be retracted at around 12;000 MSL; I felt the airplane begin to roll. I looked at the panel as we were IMC and saw we were in a 20-30 degree bank to the left. I think I asked the FO [First Officer] who was PM [Pilot Monitoring]; 'if he did that.' He said no and I already had my hands on the controls while turning off the autopilot. I stated 'I have the aircraft in order to make sure there was no confusion or simultaneous application of the controls.' I looked over at the trims and saw that the aileron was neutral. At this point I'm needing close to full deflection to bring the plane back to level and then around half deflection to keep the wings level. As this is happening we get a SPOILER FAIL EICAS message and I realize it's actually the left spoiler that failed to retract causing the left roll. I called for the QRH and as the FO was getting the QRH out; the rolling tendency stopped and I was able to regain control and fly the aircraft by hand. There was no altitude deviation; as we were in a descent to 11;000 MSL; only a heading deviation of about 30 degrees to the left (we had been assigned direct the field). This deviation wasn't an issue as ATC had us turn left anyway for vectors to the ILS. Even though the failure had gone away; we ran the QRH anyway completely through. We requested priority handling as well after we finished running the QRH. The FO handled the situation extremely well and completed all necessary items in the QRH as well as finishing the descent checklist. We made a stable ILS approach and taxied off uneventfully. Spoiler failed to retract.




Synopsis: EMB-145 Captain reported failure of left spoiler to retract during approach.
Date: 201809
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
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [We] arrived at [the] gate. Ground crew did not immediately hook up ground power. We had ground time before [our next] flight so after configuring the aircraft; IRS's; ACARS; and FMC's; I went into the terminal to use the restroom. Upon my return; I found the APU shutdown; auto brake fail light illuminated; and brake hydraulic pressure indicating zero. Further investigation revealed the IRS's shut off; fuel pumps shut off; battery shut off; emergency lights shut off; and window heat shut off. A call to Maintenance inquiring if they had been in the cockpit revealed the APU shutdown team had connected ground power and shut down the APU along with the other configuration changes.Why was the IRS's turned off as part of an APU shutdown? Why were the fuel pumps turned off as part of an APU shutdown? Why was the battery switch turned off as part of an APU shutdown? Why was the emergency lights turned off as part of an APU shutdown? Why was the window heat turned off as part of an APU shutdown? None of these systems needed to be reconfigured to turn off the APU; nor would the flight crew expect them to be changed as part of the APU shutdown; especially when the aircraft was not terminated.The cockpit was clearly occupied and prepared for the next flight as evidenced by personal items; iPads in holders; and paperwork on the center console. The configuration changes were beyond what is required to shut down the APU. Without notice that anyone has made configuration changes; there is serious potential that we could depart with an undesirable configuration and a potential safety hazard. Additionally; with the battery switch and emergency lights turned off; if an emergency had occurred during boarding but before the flight crew returned and discovered the altered configuration; flight attendants would have no public address or emergency lights. I am familiar with the FOM requirement to review aircraft configuration after maintenance work. However; without any maintenance work there is no reason to review the aircraft configuration.




Synopsis: B737 First Officer reported that after setting up the cockpit prior to flight; someone came in the cockpit and undid the set-up configuration.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I received clearance from tower to takeoff from Runway XX. While accelerating to VR the left main tire blew around 50 knots. After the tire blew the aircraft yawed to the left; I tried to correct with right rudder and power idle to maintain center line. The aircraft continued to yaw towards the left uncontrollably; the aircraft struck a runway sign before I was able to regain control and exit on Runway YY. After the incident the aircraft was towed back to maintenance to assess for damage. I was able to walk away unharmed however the airplane suffered some structural and cosmetic damage.




Synopsis: C172 pilot reported a loss of control on takeoff roll due to a failed main landing gear tire.
Date: 201301
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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 Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on crew rest on the second break; I was awakened by a flight attendant and informed that I was needed on the flight deck. My first officers then informed me that they were dealing with a complete loss of indicated oil quantity on the left engine. We were in level flight at FL350 Center was on the VHF; and Dispatch and Maintenance Control were on the Satcom. Both engines were producing normal power. The left engine was indicating zero oil quantity; normal oil temperature and low oil pressure. With two of three engine indications abnormal; the consensus was to put the aircraft on the ground. I made the decision that ZZZZ was the safest airport under the circumstances. We discussed this with Dispatch and then received clearance directly to ZZZZ from Center. As [a company flight] was very near our track; I elected to get on the airway for collision avoidance. As we proceeded to ZZZZ; Maintenance Control asked if we could see what would occur if we reduced thrust on the left engine. As we were experiencing normal engine thrust at this point; I elected to delay that determination until top of descent. Enroute; the left engine oil pressure was slowly decreasing towards the minimum 80 psi. As we approached top of descent; the left engine oil pressure was very close to the minimum 80 psi. It was quite possible that we would be landing on one engine and therefore elected to declare an emergency. We retarded both throttles to idle and began down. At that time; the left engine oil pressure dipped below 80 psi and the red warnings illuminated. We found that if we advanced the left throttle slightly; we could keep the oil pressure out of the red. By doing this; we avoided shutting down the engine. We completed a normal approach and landing. After landing; we observed the red warnings and shut down the left engine. We taxied to the ramp on the right engine and completed the shutdown.




Synopsis: B767 Captain on break is informed that left engine oil quantity is zero; with slightly low pressure; and normal temperature. The decision is made to divert to the nearest suitable airport and the crew is able to land with both engine operating. An obvious oil leak is detected on post flight.
Date: 201712
Local time of day: 1201-1800
Location: SGR.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E I90
ATC / advisory: TRACON I90
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were at 3000 MSL and being vectored by Houston Approach approximately 3 NM west of the lateral limit of Class B airspace in the vicinity of SEALY. The lower limit of the Class B airspace we were about to fly under was 4000 MSL so we slowed to 200 KIAS. Houston Approach told us he needed our best forward speed for spacing; and I replied 'The best I can give you is 200 KIAS because we're about to go under the Class B.' He replied; 'I run the Class B; and I need you to go faster for spacing.' I paused and gave the following reply; 'Unfortunately that's not a FAR you can waiver. You may tell me its okay to go faster; but the computer doesn't care. It detects a deviation and sends it up the chain-of-command. Then I get a letter in the mail.' He then said that he didn't realize that; and we can blame it on 'Big Brother.' We continued the visual approach under his control; at 200 KIAS; and landed uneventfully at SGR.FAR 91.117 (c) is pretty clear on this: 'No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area; at an indicated airspeed of more than 200 knots (230 mph).' The previous paragraph (a) allows the FAA Administrator to authorize airspeed above 250 knots below 10;000 MSL; and paragraph (b) allows ATC to authorize speeds faster than 200 knots when within 2500 ft/4 NM of Class C or D airspace. So it's logical to assume that if there was a waiver authority for 200 knots under the Class B it would be included in paragraph (c). But it's not there. This is the second time Houston Approach has unknowingly tried to get me to violate this FAR; and it's my second report specifically dealing with them. New York Approach also has a habit of doing this when flying into TEB. When I told New York Approach the same thing; I was broken out of my approach and given 'penalty vectors' to the end of the line. I don't believe controllers are maliciously trying to get pilots violated. I believe there is a lack of knowledge on their part about this FAR.




Synopsis: Phenom 300 Captain reported denying an instruction from ATC to speed up beyond the 200 kts restriction while below Bravo airspace.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: While our aircraft was holding short of runway XXR at ZZZ a bonanza was cleared to land. The pilot of [the bonanza] cut the corner on their right base to final turn. Because the landing threshold of XXR is several hundred feet from the beginning of the takeoff threshold the bonanza ended up flying right over the top of our aircraft holding short of the departure end of the runway. Clearing our aircraft by approx 50ft.




Synopsis: E175 First Officer reported that; while holding short of a runway; a Bonanza fly overhead within 50 ft of their aircraft.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for the approach; slowing through 190 KTS and descending; the Captain called; 'Gear down below 200 KTS; Flaps 15 degrees; set speed.' As I moved the flap handle to 15 degrees I noticed the flap indicator is still at 5 degrees. I put the flap handle back to 5 degrees then tried flaps 10 degrees again; but the gage still read 5 degrees so I placed flap handle back to 5 degrees. I then called Approach told them we needed to break off the approach due to a flap problem. Approach vectored us north and to maintain 4;000 FT. I pulled out the QRH and went through 'Trailing Edge Flap Disagree' procedure; checked the Emergency/Abnormal landing chart; set Vref speed for five flaps and declared an emergency. We were then sequenced back to the ILS and landed without incident.




Synopsis: A B737-800 flight crew executed a go-around; performed the appropriate QRH procedures; declared an emergency and landed uneventfully following the failure of the flaps to extend beyond five degrees.