elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: Tower SLC
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Ambiguous

Narrative: We were just inside the outer marker for RWY 34R at approximately 5700 ft on final. A drone was spotted by both myself and my First Officer approximately 100 ft or less passing off our right side. The drone was traveling south. It was just off our right wing. It was a good sized drone with red and green navigation lights. Someone was flying drones in an unauthorized area. Suggest better ways to track drone operators.




Synopsis: A321 Captain reported sighting a nearby UAV while on approach to 34R at Salt Lake City.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Weather elements / visibility: VFR
Aircraft: RV-10
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the initial climb heading south to keep at 2500 ft. in a turn the left door blew out and departed the aircraft. Returned back to the airport with no other problems. Did not request any emergency equipment or assistance during or after landing.




Synopsis: Vans RV-10 Pilot reported aircraft door departed aircraft on takeoff resulting in an uneventful air return.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: RPM/N1/N2/Etc Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was pilot flying and set thrust for take off; pressed the TOGA button to engage take off thrust; I noticed right thrust did not fully advance. I called for check thrust. Captain noticed that the no. 2 engine would not achieve takeoff thrust. He called 100 knots but I noticed he was heads down at the engine gauges and I called V1 I achieved Vr and he called for a rejected takeoff. I said 'negative we are passed V1'. He pushed the thrust levers to full thrust and we rotated without incident. I disconnected autothrottles and was able to achieve climb thrust for the climb to cruise altitude. At cruise the Captain called Maintenance Control to discuss the issue and they told us that the aircraft had a similar incident on [previous month]. We continued the flight without incident and debriefed the situation at cruise. We talked about the fact that we were such a light weight and the speeds V1 and Vr came so much earlier than normal.


Second narrative: During takeoff; the PF (Pilot Flying) called for Set Takeoff Thrust.  The autothrottles advanced the left and right thrust lever toward target N1. Engine 1 attained takeoff N1; however; engine 2 would not attain the called for value. The PM (Pilot Monitoring) advanced the engine thrust lever for the right engine toward the firewall stop; but the engine would not respond with a higher thrust setting. Due to the extremely light weight of the airplane; V1 was attained very quickly and after the problem was sufficiently thought through. The takeoff continued and was within normal parameters. The Captain conferred with Dispatch and Maintenance Control above sterile altitude. The flight crew; in concert with Maintenance Control and Dispatch; elected to continue to ZZZ1.  No further anomalies were encountered.


Synopsis: B737 flight crew reported number engine low N2 during takeoff roll and subsequent crew response to an uneventful takeoff.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Communication Breakdown; Distraction; Workload; Training / Qualification; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post  Aircraft Departure
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Aircraft; Company Policy; Procedure; Human Factors; Manuals
Primary problem: Human Factors

Narrative: I was assigned to replace a Main Landing Gear (MLG) brake on a B747-400 aircraft on the North Ramp with Mechanic Y. We printed the Maintenance Manual for brake replacement and the [associated] Task Document [that included sign-offs] for the brake change. After about one-half hour my partner was reassigned a different job and I was working alone. I than got two other mechanics to help and then; they were also reassigned. I was then working by myself and several supervisors were rushing me to complete the job as the aircraft was a departure for picking up passengers for an upcoming International Summit. I completed the brake change per the paperwork and nowhere in the paperwork or the Task Document (T/D) does it state to have the torque arm inspected by an Inspector. I was informed by Management that I failed to flag the job for Inspection per the new [expanded] Inspection Required Checklist. Nowhere in the paperwork for this job does it say to have the [brake] torque rod inspected; We; at Legacy Carrier X; have never had to have an Inspector check a Main Landing Gear brake change and our Legacy Air Carrier's RII list does not show this as an Inspection item. The training I received from our [merged] company about the new expanded Inspections lists and my responsibilities was inadequate. The training was rushed to us so the [merged] company could get a Single Operating Certificate (SOC). Most Legacy Air Carrier X employees were told by Management to read approximately 20-30 Engineering documents that were delinquent [outdated]. This policy of requiring the Mechanic to know every item on the new Inspections list was poorly communicated to us.




Synopsis: A Line Mechanic reports a new; expanded Inspection Required Checklist for maintenance work accomplished that was implemented after their merger; was poorly communicated by Management and contributed to his missing an inspection item on a B747-400 brake change.
Date: 201811
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Oil Line
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Inspector
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: I was made aware of aircraft diverting due to the loss of engine oil on the number two engine. It was discovered that a line next to the fuel/oil heater was loose. The day before; I was involved as an inspector of the installation of a scheduled HMU (Hydro Mechanical Unit) change. I performed a detailed visual inspection of the HMU prior to engine runs. During & after the engine runs no leaks were noted.Due to the fact that only an idle leak check is required; fittings and connections are not tested for integrity under max loads. During any eng change; fuel pump; HMU ect. regardless of its test status (tested or untested) the engs should be taken to high power setting to verify the integrity and security of all fittings and connections while under max pressures and loads. I believe if this had been a part of the run procedures this incident could have been avoided.




Synopsis: B737 Mechanic reported the aircraft he worked on diverted due to engine oil loss caused by a loose engine oil line fitting.
Date: 201912
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During climbout from IAD on the JDUBB2 departure we were given a climb from 3;000 to 10;000 feet. The aircraft was very light. Rate of climb was higher than usual given the light weight; in excess of 4;000 feet per minute. TCAS alerted us to traffic passing above at 10;000 [feet] with a 'Traffic; Traffic' call followed immediately by a Resolution Advisory to 'Level Off.' I complied by lowering the pitch attitude to just below the Resolution Pitch Advisory indication on the ADI. The Clear of Conflict annunciation quickly followed and the climb to 10;000 feet was completed. Our aircraft was never closer than 3;000 feet to the target aircraft; we never completely leveled off or deviated from an assigned altitude.




Synopsis: B737NG Captain reported responding to an RA departing IAD.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: PMC; Performance/Thrust Management Computer
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After taking off from; the MCDU said check weight. We noticed on the takeoff performance print out it said XXX passenger instead of YYY. We aren't sure when the discrepancy happened. I was curious if it happened since I tried to put in the climb gradient per the new memo and it possibly kicked out the numbers if the system isn't up yet. There wasn't a way in flight to see what passenger were invited in a b and c.Being new I thought if it was more than 2;000 lbs off it wouldn't generate takeoff performance. When scrolling through page 3 I thought it said 1800 lbs which would have made sense since there were less people that arrived than showed on our prelim. After looking in flight it said 18;000 lbs difference.




Synopsis: Air carrier pilot made an incorrect entry into the flight management computer generating incorrect weights for the flight.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
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: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Started getting vectors for ILS approch in IMC condition and cleared to 3;000 feet. We received a short vectors to intercept and cleared for the approach. PF (Pilot Flying) armed the Approach mode in green needles; captured localizer; but never received glideslope and started to descend in vertical mode. As we approached 1;000 AGL; PF executed a go-around. On a second approach; we received a glideslope right before final approach fix. We continued to safe and uneventful landing.


Second narrative: IMC conditions; ATC vectored us to the ILS to a shorter-than-normal final approach; creating additional pressure. Once established on localizer; PF (Pilot Flying) armed the approach; then used vertical speed descent to capture GS (Glideslope). GS never observed on either PFD (Primary Flight Display). As we approached 1;000 AGL we executed a go-around. On the second approach; the GS appeared exactly as we crossed the final approach fix on both PFD; we landed and advised tower. We notified [Maintenance] and Tower of possible ground or aircraft equipment failure.Cause: Possible ILS GS equipment failure/interference caused no GS signal.


Synopsis: CRJ-200 flight crew reported irregular ILS Glideslope indications during ILS approach.
Date: 201706
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were cleared for takeoff from runway 24R. We were assigned the DOTSS1 departure; but on upwind ATC said 'turn left heading 210'. I scrolled in the heading and selected heading for my FO. Once established on the heading my FO called for flaps 0. As I was selecting them I noticed an aircraft on our TCAS that was +1200 ahead and to our left. I told my FO use caution for possible wake turbulence. I looked out to see where it was and discovered it was an A380. ATC thought it was a good idea to cross our little Embraer behind a 380's flight path. And; then we got the wake. My FO hand flew it. He did great and we came out the other side. In the meantime ATC said to maintain 4;000 and direct PEVEE. I could barely get my hand to the push to talk button because of the wake; but managed to get out a 'Standby'. My FO recovered the airplane and then I told ATC what he had done. He didn't much express a care. I called the FAs to make sure all was okay; they were and we pressed on.I'm not an ATC [Controller]; but I'm pretty sure that 380s are dangerous to small airplanes. And; I'm pretty sure that 7 miles in trail is the acceptable distance. If I had known that we were going to cross paths with the A380 I would not have accepted the heading. ATC is going to cause an accident in LAX with those A380s. I wish they would alert us to when we are near them.




Synopsis: EMB-175 Captain reported encountering wake turbulence from an A380 after takeoff from LAX. Reporter expressed concern with ATC procedures regarding A380 wake avoidance.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ3
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft took off from ZZZ enroute to ZZZ1 on a VFR Flight. When approximately 10NM west of ZZZ at an altitude of 1;400 ft. MSL; a slight inconsistency the operation of the engine was noted. When another brief change in engine sound and operation was heard and felt again; a climb was initiated to 2;500 ft. MSL. As the PIC (Pilot in Command) and sole occupant of the aircraft; when another brief change in engine sound and operation was heard and felt; a turn back to ZZZ was initiated. While returning to ZZZ the sporadic changes in engine operation become more frequent. At approximately 5NM from the airfield; priority landing status announced on CTAF to other aircraft operating in the pattern and practicing instrument approaches. At approximately 3NM west of the approach end of RWY (Runway) XX; the aircraft would no longer maintain level flight. A descending left 180* turn directly to a grassy field was executed. Configuring the aircraft for landing; an additional 90* turn to the south was made in order to land length-wise into the field. After maximum braking; the aircraft came to a stop in the southwest corner of the field; approximately 30 yards from the field perimeter. Landing rollout was approximately 960 ft. No injuries to the pilot; no damage to the aircraft; and no damage to property occurred. A number of local emergency personnel and vehicles responded within 5 minutes. Local media also arrived on scene as well as some witnesses. Word was passed to the property owners regarding the occurrence. Aircraft recovery efforts are forthcoming; and the plane will be disassembled and trucked home.




Synopsis: Single Pilot reported a forced landing due to a malfunctioning engine. No injuries; no damage to aircraft or property.
Date: 201912
Local time of day: 1201-1800
Location: LNK.Tower, NE
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: Pitot-Static System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On final approach to LNK airport we were on the ILS 18 under visual conditions; it was dusk; the First Officer was flying and as we came about 100 feet above touchdown I noticed birds (geese); I verbally communicated Birds and it was too late; we hit about two of the geese and I could tell there was about a flock of 6 or so. During out decent we briefed the possibility of birds and we had our eyes open; however; with the dusk situation; we didn't see them till it was too late. After hitting the birds I looked at the engine indications and they were all in the green; the First Officer did a fantastic job flying the aircraft till we landed. We notified the ATC about our bird strike; they gave us a phone number to call; we called and talked to them and they wanted to know what kind of damage it was; and if it was considered aircraft accident. I told them; that Maintenance had been notified and I wasn't able to answer that question; the police came and took our names down. I called the Manager on Duty and he said we hand the situation well. Also; talked with Controller and filled the paperwork with them.


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


Synopsis: EMB-175 flight crew reported a bird strike on final approach that resulted in damage to the aircraft.