elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 0601-1200
Light: Daylight
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: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The problem is with the emergency exit row seating. This aircraft is a B737 with 148 seats. This aircraft has a single emergency exit row window in the mid cabin. The seating has been changed to accommodate 148 passengers. When the LOPA (engineering diagram) was set up the company installed a row of 3 seats at the emergency exit. These seats have the back lock in the upright position. There is no way to open the emergency window in the unlikely event of an emergency that required the evacuation of passengers. Not sure how the inspection department of could sign this off. This aircraft does not comply with Part 121.585 for the emergency exit row. When brought up to the head office they come back and say it's legal. Have picture of the aircraft and not sure how to forward the picture for proof.

Callback: The reporter stated that the emergency exit window problem had been corrected.



Synopsis: B737 Captain reported a seating configuration that did not allow the emergency over wing exit to be opened. When contacted; the reporter stated the problem had been corrected.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we began the takeoff roll the First Officer's airspeed did not come off zero and auto-throttles disconnected. Near approximately 80 KTS we recognized the First Officer had lost his CADC and I began a rejected takeoff procedure. First Officer advised Tower of our rejected takeoff. We exited the runway and began to assess the aircraft and our immediate needs. Plenty of runway was left and the brake temp was slow to rise. We called ATC and requested to return to the gate and also informed our Maintenance to meet the aircraft to perform all necessary inspections. Brake temperature never exceeded 205C and had already begun to cool down prior to parking at the gate. Taxi back to terminal was uneventful and info was entered into the [logbook].




Synopsis: MD-83 Captain reported losing First Officer CADC on takeoff roll; so the takeoff was rejected and the flight returned to the gate.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Fog
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Staffing; Procedure; Human Factors; Aircraft
Primary problem: Staffing

Narrative: I had just walked into the TRACON to open up the mornings positions. At the time the late night midnight FLM was busy on the computer; accomplishing his morning duties; while the mid CPC was working the TRACON combined. The weather was foggy and the RVR for the runways was fluctuating between 1200 and 3000 for the touchdown. The shift CPC was working an emergency that needed to get in to the airport. As a result the CPC had to vector about 7 aircraft in order to give the emergency priority to the runway. The late night CPC was coming up on his going home time so I was asked to open FINAL instead of the Departure position. The late night CPC was unable to give me a briefing; so I just assumed the position and took over. At that time the emergency made a go around and proceeded to be vectored back to me for sequencing. I asked the emergency if he needed priority handling to the runways as I had 3 to 4 on the final and would have to vector him under the aircraft. He stated that he did need the service; so I vectored him North under a crossing (right to left) air carrier inbound and exchanged traffic. I then vectored the emergency to with a left turn to join the final. The vector would put the emergency in front of the other air carrier with the required 2 mile stagger needed for parallel approaches; since there were not enough personnel to open the monitors. Apparently; I missed the read back or the emergency failed to make the turn. At the time a FLM came up next to my right side and starting barking instructions. This may have been a part of why I missed the read back. As a result the emergency went through the localizer. I turned the emergency left to rejoin the localizer and believed that he still would have the required 2 mile staggered separation from the other air carrier now off his left rear going to [parallel runway]. The emergency was at 2;000 FT when I cleared him and was shipped to the Tower as soon as he joined the final. We need at least 2 CPC's on the mid night shifts. The FLM has a lot of duties to perform before the morning FLM arrives and when the weather deteriorates like it did the FLM can not help.




Synopsis: TRACON Controller described an unsafe condition when the handling of an emergency aircraft resulted in one go around and one failure to turn onto the Localizer; staffing was listed a contributory.
Date: 201511
Local time of day: 1801-2400
Location: JFK.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: On final approach to Runway 31R around 1;000 feet MSL; I saw two white drones on the left side of our aircraft appeared to be hovering. I was able to see them clearly so they must have been around 200 to 300 feet away from us. They were typical recreational type drones with four props. We passed them in a few seconds and didn't have to alter the path. I notified the JFK Tower immediately. We landed uneventfully.The authorities will have to do something about this 'drone' problem. It is becoming out of control.




Synopsis: An air carrier Captain on JFK Runway 31R final at about 1;000 feet reported two UAS aircraft hovering about 200-300 feet away from them and left of the final approach course. Evasive action was not required.
Date: 201705
Local time of day: 1201-1800
Location: ROA.Airport, VA
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ROA
ATC / advisory: TRACON ROA
Aircraft component: Communication Systems
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: We were struck by lightning during descent into ROA at about 13;000. We were told there would be some moderate turbulence and heavy rain.  No thunderstorms were forecast and METAR and TAFs all looked acceptable. There were clouds everywhere. Since we only had one pack we could not cruise above 25;000 and this prevented us from flying above the weather. We were asked to descend a bit earlier and started getting vectored around to avoid weather and there wasn't anything noticeable painted on the weather radar and out of nowhere we were struck by lightning. The turbulence was bad and bumpy till touchdown. When I inspected the plane after landing; that's when I realized we also had a bird strike.


Second narrative: Radar displayed light to moderate rain. Queried ATC on weather location and intensity. They agreed with our route and headings. We continued our descent to the field; roughly 2 minutes of increasing rain and turbulence up to heavy rain and moderate/heavy turbulence. Once through the worst of it; and it started slacking off a little; we were struck. We lost windshield heat but regained it with a switch reset. We also lost the number one comm system. The RMU was functioning correctly but we were unable to reestablish communications until we used the Number 2 system.


Synopsis: Air carrier flight crew reported being struck by lightning on descent to ROA. Evidence of a bird strike was also noted after landing.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While taking off from Houston today; we struck a bird during rotation. The bird appeared to be traveling towards the number two engine. There was a noise associated with the event. The engine was still producing normal thrust and we got no master warning or caution indications. We continued to climb out and noticed that the low pressure spool vibrations were higher than normal. We also heard and felt vibrations in the aircraft. Climbing through 10;000 feet; the flight attendants called up and reported that they were also feeling and hearing the vibrations. We leveled the aircraft off at 16;000 feet at 270 knots and told Center that we needed to work on an issue. I called ARINC and got a hold of Maintenance. I informed them of the bird strike; and the indications on the low pressure spool; which were in the green ranging between 1.0-3.0. Maintenance told me that since the indication was in the green that it was up to me whether not I return to ZZZ and have the engine looked at. I decided that the safest course of action would be to return to ZZZ and have the engine checked out with Maintenance. When we got to the gate I left the cockpit to look at the number two engine. I found several fan blades damaged. The aircraft was taken out of service and we were swapped into a different aircraft and completed the flight to [destination].




Synopsis: E175 pilot reported a bird strike and after returning to departure airport observed damaged fan blades on the walk around.
Date: 201907
Local time of day: 1201-1800
Location: PIT.Airport, PA
Aircraft: EMB-505 / Phenom 300
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Service/Access Door
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer
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 Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While parked with one engine running and the GPU running and connected the SIC departed the aircraft due to a cargo door not secured annunciation. The cargo door was closed and the SIC was returning to the flight deck when ground personnel pointed to and requested permission to remove the left main chalk. At the time of this request the aircraft was triple chalked. The SIC granted permission to remove the left chalk at which point the aircraft started moving forward. The PIC immediately stopped the aircraft but not before the GPU chord and plug had damaged the receptacle onboard the aircraft. The mishap concluded without any injury to personnel or further damage to the aircraft.




Synopsis: Embraer Phenom 300 pilot reported the unintentional movement of the aircraft on the ground; causing damage to a Ground Power Unit plug and access door.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Turbulence; Windshear
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: During approach; I was in the process of slowing the aircraft down and got the stick shaker briefly.  The air was very turbulent with some wind shear.  As I approached Vref we entered some turbulence that caused the stick shaker to briefly activate.  I immediately took action and continued the flight without further discrepancy.




Synopsis: A CRJ-200 Captain reported a brief stall warning while slowing for an approach in turbulence and wind shear.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: VFR; Clear; 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were preparing to depart Runway XX at ZZZ for a VFR flight to ZZZ1. After completing engine run-up; we advised via the CTAF that we were going to hold for the two aircraft that were inbound to Runway XX. The first aircraft was coming in from the north on a straight in approach. The second had been doing touch & go's and was currently on the downwind leg.   Because the first aircraft was on a long final (7+ miles) and was slow; we concluded that by the time he landed; the aircraft on the downwind would already be on the base to final leg so we decided to wait for both to land. The pilot flying announced this on the CTAF.When the second aircraft touched down on the runway and began to accelerate to take off again; (he was doing a touch & go) we announced that we were going to take position on the runway and hold momentarily to create some space as our airplane (Cessna 182) climbs quite a bit faster than the aircraft ahead (a Cessna 172).  Once the Cessna 172 was on the upwind leg; we began our takeoff roll. As soon as we started moving; a tandem seat taildragger flew right over us. He side stepped slightly to the right and began a go-around. He was no more than 10 feet above us with a lateral displacement of 15-20 feet. No radio transmissions were made by that aircraft at any time before; during or after this incident. The taildragger then got fairly close to the Cessna 172 ahead of it on the upwind leg and we observed it make a turn to the crosswind while remaining in the traffic pattern as we climbed out to the south on our way to ZZZ1.In addition to there being no radio calls from the aircraft; it also did not show as a traffic alert (visual or aural) on our ADS-B (Automatic Dependent Surveillance Broadcast) traffic system; which makes me wonder whether that aircraft was equipped with an ADS-B transmitter. As a point of reference; anytime I share the traffic pattern with other ADS-B equipped aircraft (as mandated by regulation within the 30 mile mode C veil); I always get visual and aural alerts to traffic close by.




Synopsis: C-182 pilot reported aircraft had a NMAC with another aircraft during takeoff roll.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 F Executive 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flew VFR on top and encountered engine problems. Started descend under partial power and declared an emergency. Was issued IFR clearance and vectored in to ZZZ for an ILS approach. Engine quit on the rollout. Mechanic found the problem to be a faulty intake valve.




Synopsis: Pilot reports he had encountered engine problems in flight and had to land his Mooney M20F aircraft in emergency conditions. The Lycoming engine quit on rollout. Mechanic found faulty intake valve.
Date: 201706
Local time of day: 0601-1200
Flight conditions: Marginal
Weather elements / visibility: Windshear; Turbulence; Rain
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: A recent Call Back issue reminded me of a wind shear/downburst event I experienced during initial climb-out on a training mission. The purpose of the flight was for my instrument student to fly some approaches nearby to prepare for his practical exam. I knew some weather was moving in from the northwest; but it was an isolated cell and I wasn't concerned about it posing much of an issue with our flight. However; it was getting close to the airport and if we didn't depart soon; we would have to wait it out; probably for 20-30 minutes as it passed over the airport. I thought it was farther away than it was; and that we would safely be off the ground and climbing out well before it reached the airport. The initial takeoff roll and liftoff proceeded normally; but just as we broke ground; I saw we would be flying directly into some rain. It was too late to abort the takeoff at this point; so our only option was to continue the climb-out. As soon as we hit the rain; we got rocked by some pretty solid turbulence; and after a few seconds of watching my student on the controls; I determined that we must be in a downdraft and I took control of the aircraft to try and get us out of the rain and downdraft quickly. I could see clear VFR conditions just to the right of our flight path; and that's where I pointed the aircraft while carefully managing our airspeed and climb rate. In retrospect; we should have waited out the cell as soon as I saw it was closer than I expected; even though I felt it was still far enough away. There's always a balance between trying to keep a flight lesson moving along efficiently; and keeping the flight safe. In this case; a delay would have been better; even if it was just to watch the cell pass safely by the airport.




Synopsis: PA28 flight instructor reported encountering downdrafts and turbulence after takeoff with a student on an instrument practice flight.