elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 1801-2400
Location: LAS.Airport, NV
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On our descent into LAS; out [of] FL240 we encountered a short pocket of moderate chop; maybe light turbulence. It didn't last more than a second; maybe two. Before we started down; I asked for ride reports into LAS. ATC replied 'no adverse reports on the descent.' We just left the thunderstorms in the LA area; and even though LAS had high clouds; you could see clear all the way into the airport. The turbulence came out of nowhere; it might have been someone's wake. The C Flight Attendant called; and told us that the B Flight Attendant got injured; she was sitting in the cabin; and she was going to stay there for arrival. The C Flight Attendant was going to take her position (on the jump seat). She didn't require medical attention. Because that injury prevented her from performing her duties; I decided to call the EMT's so they could make sure that she was ok. Truly; the only thing that could've prevented this was having the Flight Attendants sit throughout the whole flight. But there were no reports of turbulence on the descent. The flight through the desert was smooth. They sat through the departure part of the flight; and got up when it got smooth. There was not a single piece of information to have them sitting down.




Synopsis: B737 NG Captain reported a Flight Attendant was injured during an encounter with turbulence; possibly wake-related; on descent into LAS.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 150
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: After entering left downwind Runway XX ZZZ; Aircraft Y was seen approaching the airport from the North. When I was abeam Runway XX approach end; Aircraft Y was traveling southbound; approaching my aircraft head-on; co-altitude; and had made no radio calls. Aircraft Y then turned eastbound and reentered the pattern behind my aircraft. I made standard radio calls while in the pattern. I estimate that the other aircraft came within 300 ft. nose-to-nose from my aircraft. I did not have to maneuver and was able to maintain my downwind track.




Synopsis: Pilot reported a near mid air collision with another aircraft while on final approach.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor Blade
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When checking on with Departure after a normal takeoff and climb; ATC informed us that ground personnel reported sparks exiting from our right-hand (Number 2) engine during takeoff. We observed no abnormalities of any kind to indicate a problem (vibration; noise; engine parameter readings; power output; etc.). After a short discussion; we elected to return to ZZZ as a precaution and received vectors for ILS Runway 31R. We continued to monitor engine indications closely; but at no time observed anything abnormal. ATC asked us numerous times if we required assistance or would like to request priority handling; which we declined as there seemed to be no cause for alarm or need for priority handling. A short time later ATC advised us that ZZZ Tower was treating us as a priority aircraft anyway. The remainder of the approach and landing was uneventful. Emergency vehicles escorted us back to the FBO ramp; but did not observe any signs of engine trouble. Shutdown was normal; and a post-flight inspection of visible engine areas revealed no abnormality. A subsequent borescope inspection by Maintenance Personnel revealed 3 missing blades on the Number 2 engine high-pressure compressor and general damage to the entire compressor due to those blades separating during engine operation. I later learned that this is a known issue for this engine.




Synopsis: C525 Captain reported and return to departure airport after ground observers reported sparks coming from the Number 2 engine tailpipe on takeoff.
Date: 201703
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Airspace Structure; Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: An aircraft checked on climbing via [ORCKA SID] to 13000 feet; but stopped at 12000 feet. It should have been climbing to 23000 feet. TRACON Supervisor called and said the aircraft was cleared direct to LAX climb via the ORCKA.




Synopsis: ZLA Center Controller received a handoff on an RNAV departure climbing to the wrong altitude.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Cloudy; 60
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: CTAF ZZZ; Center ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Glider; Flight Crew Private; Other SEL
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors; Company Policy; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I was traveling eastbound over the south end of ZZZ 4800 feet under broken cumulus clouds at 6500 feet.  I was monitoring the ZZZ1 glider CTAF flying with Mode S transponder squawking 1202. I monitor Fore-flight to provide TFR's and NOTAMs.  No TFR's or NOTAMs were noted. A falling skydiver appeared at 11 o'clock out of the cloud deck. I attempted to turn right and another appeared at 3 o'clock. Then it appeared a half dozen or so were falling around and past me out of the clouds. I continued east to leave the area and then saw skydivers under canopy headed north toward the airport ahead of me. They had fallen in the blue sky area south of the airport. I may have passed one closer than 500 feet but can't say for sure.  Next I saw the Drop plane headed north to the airport in front of me wag his wings acknowledging he had seen me. I could not see the jump aircraft before the jumpers exited the aircraft at 12000 feet or so; because they were above the cloud I was flying under. Many of the jumpers fell through the cloud and I did not see them until they fell clear 1500 ft above me.ZZZ TRACON was probably monitoring the operation however failed to see my transponder or provide alerts to traffic in the area not listening to approach control. It is impossible to see and avoid jumpers falling through clouds.  It is impossible to see the jump aircraft above the clouds.Jump operations should not be allowed in uncontrolled airspace with clouds when see and avoid rules are to be followed.




Synopsis: A Glider pilot reported near midair encounters with skydivers.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flight Director
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Workload; Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Cleared for a visual approach Runway 22R. Set in the FMGC was ILS 22R and 3000 feet was set in the FMC. Upon contacting Tower; flight was cleared for the ILS 22L glideslope inop by Tower. The auto-pilot was disconnected and the aircraft hand flown to intercept and descend for landing on 22L. There was no glideslope to intercept so out of 2600 feet descending the power came up as the aircraft wanted to climb back to 3000 feet as the flight directors were still on. Max flap speed was exceeded and a nose up and go-around was initiated to alleviate the exceedance.The First Officer was putting in the new ILS and was heads down. After resetting the FMGC the First Officer ran the landing checklist and upon calling the altimeter realized the airspeed and immediately called the situation just as it was about to happen. Task overloading on the First Officer prevented the realization of the situation earlier.




Synopsis: After initiating descent on a visual approach with glideslope out of service; an A319 Flight Crew initiated a go-around when flight director caused airspeed increase and climb to intercept altitude set for ILS to previously assigned runway.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Elevator
Component problem: Malfunctioning
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: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Leveling FL360 while accelerating to cruise through 240 KIAS; a high-frequency vibration was felt through the elevator controls. We slowed to 200 KIAS and the vibration remained. The vibration was pronounced enough that we decided to [advise ATC] and divert to [a nearby airport]. We were given a lower altitude and a heading for the descent. We kept the airplane at 200 KIAS for the entire descent. Dispatch noticed we were descending and sent an ACARS inquiry. We explained the situation and they sent us info on [the airport]. I was concerned about the effect changing airplane configuration would have; so I elected not to use speed brakes for the descent and to do a no-flap landing. We briefed the Flight Attendants about the situation/divert and told him we didn't feel it would be necessary to issue brace commands. The landing occurred normally on 18L at 45;100 LBS. The rescue trucks were called off and we taxied normally to the gate. Post flight inspection revealed nothing unusual.Conditions were ideal for this occurrence. The weather was cloudless and smooth all of the way to the ground. The vibration occurred during a low workload phase of flight and traffic at the diversion airport was light. The duration of the descent allowed sufficient time to complete the necessary diagnoses and run all pertinent checklists. The undesired state was; of course; an elevator that didn't feel right.I'm not sure what the cause of the vibration was; but I felt the crew; dispatch; and ATC communicated well.




Synopsis: EMB-145XR Captain reported diverting to an alternate airport after noting a high-frequency vibration in the elevator.
Date: 201902
Local time of day: 1801-2400
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower MIA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During the visual landing at MIA [Runway] 8L; we scraped the paint off of the tail skid. Upon discovery during the post-flight; the Captain made the appropriate log book entry and Maintenance accomplished the necessary inspections. The aircraft was returned to service without delay. The approach was stable and progressed normally right through touchdown when the nose pitched up somewhat abnormally; which is when I think the tail skid scraped the runway. Simultaneously with our landing; a B777 was on takeoff roll from MIA [Runway] 8R and we had a crosswind from that direction as well. I think there was adverse wake from that aircraft that caused our pitch up. In the future; greater awareness of wake turbulence combined with crosswinds may prevent this situation from developing.




Synopsis: B767-300 First Officer reported scraping the tail skid on landing after encountering wake turbulence from a B777 taking off on the parallel runway.
Date: 201411
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
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 As Precaution; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out passing FL200 received ECAM warning HIGH BRAKE TEMP; Pulled up wheel page and saw #5 [brake] temp was 325C and rising. Immediately executed high speed descent with ATC approval to FL190; slowed below 250KIAS; and extended landing gear.  Temp dropped to below 100C.  Diverted and declared emergency. Turned brake fans on after landing during rollout; temp was stable on all wheels below 100. After fire crews and maintenance cleared us to taxi to parking received ECAM warning again and #5 temp went to 29 C; turned on brake fans again and temp slowly dropped. Appeared to be brake malfunction on wheel #5.


Second narrative: During climb to cruising altitude while passing FL190; we got a Master Caution and ECAM warning for Brake Overtemp. We referred to the Wheels page and noted the temp on Number 5 indicator was at 320 degrees and rising. The aircraft had an MEL for Brake Indicator so we pulled the MEL and it was for Number 8. We coordinated with Center to descend to FL190 and slow to drop the gear. We initiated a high speed descent and slowed to 250 and dropped the gear. Temp began to slowly decrease. We coordinated a divert and declared an emergency. All checklists were complied with. Diverted and flew the ILS [approach]. Turned brake fans on after landing (during rollout) and noted temp was not much over 100 degrees. Turned fans off after fire crew and MX cleared us to taxi to parking. We noted temperature increasing and got another ECAM warning at 295 degrees. Brake fans were turned back on and we parked the aircraft at ramp. Shutdown was normal.Brake system malfunction caused overtemp of brakes after retraction and in flight.


Synopsis: A300-600 flight crew reported brake over temp after takeoff. They declared an emergency and diverted to nearest suitable airport.
Date: 201212
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: IAI1124/1124A Westwind
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Situational Awareness; Confusion; Distraction
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: I had filed the flight plan earlier and listed myself as PIC; but after landing in TEB the SIC; who is also rated and current in the aircraft; wanted to fly this leg back to our home base. After takeoff from Runway 24 the PIC climbed to 1;500 FT on way to WENTZ Intersection. After crossing WENTZ the SID required crossing TASCO at 2;000 FT. I saw on the FMS that we had passed WENTZ; but did not know of our position in relation to WENTZ; and said that we could climb to 2;000 FT. While communicating with Departure we were told that we had missed WENTZ by two miles and that we should turn to a heading of 300 degrees. I instructed the PIC to turn to 300 degrees and maintain 1;500 FT. We had climbed to 2;000 FT and were holding altitude waiting for further climb instructions upon learning of the missed intersection and instructed that we should be at 1;500 FT; we descended to 1;500 FT at the direction of Departure Control. It seemed that this problem arose from a loss of situational awareness on the part of the PIC and the work load at that time by SIC (myself) and the PIC. Having flown this SID before; I am at a loss as to just why it went the way it did. The PIC and I discussed the SID and what could have been improved during the execution of the SID. I believe taking time to fully understand what each of us are [expected] to do will go a long way in preventing this in the future.




Synopsis: A Corporate flight crew departed on the TEB RUUDY 4 departure and believing they crossed WENTZ climbed to 2;000 FT but ATC gave them a vector with a descent to 1;500 FT because they missed WENTZ by two miles.
Date: 201603
Local time of day: 1801-2400
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
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: Human Factors
Primary problem: Human Factors

Narrative: On downwind abeam the field; we were given a right turn and cleared for a visual approach to Runway 31R at DAL. Another Company aircraft was reported to us; we acquired it visually and it was cleared visual approach to 31L. The other a/c had already slowed way down to burn excess fuel and both a/c were converging towards the same point in space on final. There were 38 knots of overshooting crosswinds at 2200 ft AGL and it was imperative that I not overshoot the final approach course to keep safe separation on the other a/c. While turning and descending to line up on the runway; the FO pointed out a tall building located off the approach end of 31R. A second later we received a single 'Caution; Obstacle' Alert. I immediately disconnected the autopilot; applied full thrust; and climbed until we were clear of the obstacle. We then continued our approach to a normal landing. After landing; the FO and I debriefed the event and we realized after checking the FOM that even though we were in VMC; night time requires a mandatory go-around for a GPWS Caution on final approach. I confused the recovery procedures for a GPWS Caution Alert at night VMC with day VMC procedures. Better FOM knowledge would have prevented this mistake.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737NG flight crew reported receiving a 'Caution Obstacle' GPWS alert on a night visual approach to DAL Runway 31R.