elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Duchess 76
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Descent
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was conducting a VFR cross country and on the way back; about 8 miles from destination; I saw a small blue flame coming from underneath the right engine; it looked like by the cowl flap. It continued to get worse while in descent so I decided to declare an emergency for a right engine fire. I followed the emergency flow and checklist for an engine fire. Cut off the fuel; and feathered the prop. I squawked 7700 and landed. Safe landing and no damage. The main reason why I felt the need to shut down the engine and declare an emergency is because the flame was big enough and kept getting worse. We were descending at 16' manifold pressure and all gauges were normal. My student was on board.




Synopsis: BE76 instructor pilot reports sighting a small blue flame coming from underneath the right engine; near the cowl flap during descent. The flame appeared to get worse so the engine is shut down; and an emergency is declared.
Date: 201905
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight to Washington Dulles. ATC gave us instructions to descend to 7000 ft. Airplane was on autopilot mode and we descended to 7000 ft as I announced ALTS CAP. Right after that ATC cleared us for 19C visual approach. I asked [the] Captain to sequence the approach and I started to verify approach course and frequency and when I looked up we were descending to 6700 ft and Captain put the airplane in VSI mode to climb back up to 7000 ft. While he was doing it ATC called and gave us a low altitude alert and Captain responded to that we were climbing to 7000 ft. After discussing it with Captain we concluded that I had pressed VSI mode instead of NAV mode when ATC cleared us for the approach.We should have turned off the autopilot and climbed back up to 7000 ft as this procedure would have been much quicker as the VSI mode took about 5-7 seconds.




Synopsis: CRJ-700 First Officer reported receiving a low altitude alert from ATC after overshooting cleared altitude on descent into IAD; citing lack of mode awareness as contributing.
Date: 201306
Location: ZZZZ.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on approach into ZZZZ there was a minor speed deviation that caused the flap load relief system to retract the flaps from 30 degrees to 25 degrees. I was on a visual approach at the time. I was flying the aircraft (Captain).




Synopsis: A B737NG Captain reported a minor flap 30 airspeed excedence which caused the flap load relief system to retract the flaps to 25.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Takeoff / Launch
Aircraft component: Galley Furnishing
Component problem: Design; Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: The galley carts are coming out of their storage area due to insufficient length of the locking mechanism.  Locks on galley carts are too short to secure carts within the storage area during takeoff and landing.  Installed locks fail to function properly.

Callback: Reporter stated he is a Line Captain and Check Airman.  Some of the B737-400 aircraft his Air Carrier has acquired only have the short 'Red' blade type galley locks installed; apparently because the previous operator did not use galley carts on their flights.  His company is waiting for an Engineering approval from Boeing to install the longer 'Red' bladed type locks at the end of the forward and aft galley countertops; next to the shorter locks; which is the standard two-lock set-up for domestic B737 aircraft.  Until approval is received; Flight Attendants are positioning the galley carts in the storage compartment with the cart doors facing in during takeoffs and landings to prevent supplies from coming out.



Synopsis: Galley carts are coming out of the storage compartment during takeoffs and landings due to insufficient length of the locking mechanism.
Date: 202011
Local time of day: 0601-1200
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Training Event
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The no touch exemption for headsets; microphones and O2 masks was directed towards relief for recurrent or CQ lessons only. It apparently did not cover the other Training/Qualification Lessons. As this seems illogical (a virus cannot tell the difference). I applied the no touch exemption to all lessons.




Synopsis: Air Carrier flight instructor reported the 'no touch exemption' as written for O2 masks; headsets; etc.; does not cover all types of training and checking periods.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Workload; Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I just took over the position X. I was briefed that we would be switching from east operations; to west operations because of a wind shift. About 3 weeks ago; we moved scopes and positions around to accommodate increased social distancing. Due to this; there are new macros and procedures that supervisors must adhere to. As our last aircraft landed on the east runways; the Supervisor started to put in new macros. My tags did not acquire; and I had to manually coordinate with the Feeder to let him know when I had radar on traffic. When I was starting to get busy and it was clear the macros being entered were not working; my scope changed from a west operations final pref set to an east operations final monitor preference set. I had to slide over to the adjacent position and work my final off of that scope because mine was completely unusable.This is an absolute safety concern that I have heard has happened before. I recommend they move the scopes back to the normal working configuration because this is clearly not working and is a huge safety hazard and it should concern everyone.




Synopsis: TRACON Controller reported having to make a configuration change but the data tags did not change to the correct airport configuration; making the reporter move quickly to a close by position and sharing the scope.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Routine Inspection; In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ hub failed to advise that there was dry ice loaded in forward belly so that appropriate over burn could be applied. Cause: Hub didn't do their part; I don't know why. Other-action-taken: Ran new numbers applying the .4 percent over burn and sent to crew as release amendment and documented issue in shift note.




Synopsis: Air Carrier Dispatcher reported Load Planning failed to notify Dispatch that dry ice was loaded on aircraft prior to departure.
Date: 201405
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were departing and after takeoff from Runway 15 assigned a heading 050 and climb and maintain 2;000 FT. After taking off the Captain was making a left turn from runway heading 15 to a heading of 050 and climbing to assigned altitude of 2;000 and had just completed the Takeoff Checklist. This would have been around 1;500 FT. At this time airplane began to lose power instantly and the Captain was concerned for the loss of both engines. The Captain started a left turn back to the airport and was climbing for altitude. After approximately 20 seconds to 45 seconds he was able to figure out that we had an inadvertent activation of the APR system on both engines. When I deactivated the APR system both engines did a large roll back on power; causing the feeling of losing both engines. At that point we were at altitude of about 2;800 FT and a heading of about 030. The Captain was turning back to the assigned heading and starting to head back down to the assigned altitude. The Controller made contact with us and said we were supposed to maintain heading of 050 and altitude of 2;000 FT and now climb and maintain 5;000 and contact Approach. After contacting Approach the Controller cleared us to climb and then gave us a phone number to call. We did not have any aircraft conflicts or TCAS advisories. We continued on with flight and contacted when we landed.




Synopsis: An HS-125-800 APR (Auto Performance Reserve) system was in inadvertently activated and at about 1;500 FT the First Officer turned the System OFF which caused a surprise power reduction similar to a dual engine failure. The Captain initiated a return to land but when he realized what had happened continued the departure.
Date: 201809
Local time of day: 1801-2400
Location: LAS.Tower, NV
Flight conditions: VMC
Light: Night
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 LAS
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: On our initial climbout of Las Vegas airport we were cleared to takeoff from Runway 26R. I don't remember if ATC told us about a traffic on the far end of the runway or not; anyhow we were cleared for takeoff. After rotation we raised the landing gear and before we could raise the flaps we had a TA for traffic that was initially 800 feet below us but the distance was closing in; my First Officer (FO) promptly turned on the remaining lights and started to look for the traffic. Considering the pitched up attitude and the night environment of Las Vegas strip it was hard to visually acquire the traffic.  Few seconds later the Traffic Alert (TA) became an RA and I was commanded to climb. I think I was at about 150 KIAS; I made sure to have enough speed to climb without stalling the plane; I did; so I pitched up the plane and followed the command bar. My FO quickly called the Tower to let them know about the event and everything was quickly concluded with no disruption for the flight. The event was concluded in a matter of a few seconds and I think we came within 500 feet vertically from the other traffic. I think it was an helicopter but I'm not sure. I don't know if the other traffic did not respect the Tower instruction or if the separation was not enough; but I don't think I did anything wrong to cause this event.




Synopsis: EMB-175 Captain reported an airborne conflict with another aircraft departing LAS.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was PM for this leg back to ZZZ1. We were cleared for takeoff on Runway XX; lined up on the runway; and I gave the controls to the FO. He set the thrust levers to CLIMB and called 'set thrust.' I checked the stack and verified the N1 indications were in the carats and stated 'thrust set.' I failed to push the thrust levers into the TOGA detent and neither of us noticed. The remainder of the takeoff was uneventful. When performing the after takeoff flow I realized that the thrust levers were already in the climb detent.This was my first trip on the type aircraft since being checked out earlier this month. I have exclusively flown the different version of aircraft type for the last X months and have not become accustomed to setting the thrust in Aircraft X compared to the previous type aircraft. I was a type Y aircraft FO before upgrading into this type aircraft so my time in all three variants is very limited. I had only done three legs in this type aircraft as PM before today; the rest of the legs being as PF to practice landings. My habit of pushing the thrust levers past the climb detent and into the TOGA detent has not been set yet; as for the majority of my legs I was only setting them to CLIMB; then the PM pushing them up to TOGA before I put my hand back.I need to fly this type aircraft more often to become/stay proficient. It also would have been better to do OE in this type of aircraft sooner to start those habits earlier and not get into such a groove in only the other type aircraft. I guarantee I will never make the same mistake again as it was quite a shock when I realized what I had/had not done.




Synopsis: Air carrier Captain reported failing to push the thrust levers into the TOGA detent before takeoff.
Date: 201705
Local time of day: 0601-1200
Location: EUG.TRACON, OR
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X was a departure filed at a final altitude at 6000 feet. The filed altitude was too low for this destination and was amended by the departure controller to 11;000 feet. The aircraft departed and was told leaving 4200 feet proceed on course. The aircraft leveled at 6000 feet and had entered a higher MVA (Minimum Vectoring Altitude) when I realized he had leveled at which point I had the aircraft execute an expedited climb to the appropriate altitude and sent him off to the next sector without any incident.In addition to being more vigilant myself during times of low traffic volume I would recommend that the tower issue more appropriate altitudes for direction of flight on the ground.




Synopsis: EUG TRACON Controller reported an aircraft that should have been climbing to 11000 feet leveled off at 6000 feet which was below the MVA.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Citation I/SP (C501)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Distraction; Workload
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Level at FL350 en route we were on a vector from ATC to avoid the area of buildups ahead of us. We were in instrument conditions when we started to encounter severe turbulence with downdrafts that decreased our altitude to about 34;650 FT on the altimeter. I was going to disconnect the autopilot; but the PIC advised against it and said to let it ride it out and then he informed ATC that we were unable to maintain our RVSM assigned altitude of FL350. ATC then assigned us a block altitude of FL340-350 and advised us we should be exiting the weather soon. Our onboard weather avoidance equipment did not show any activity at our altitude and position and because of the IMC conditions we were unable to visually locate any activity. Shortly thereafter we exited the weather in to VFR conditions.


Second narrative: One minute severe turbulence; altitude variations up to 400 FT; advised ATC unable to maintain RVSM separation and requested /received clearance to deviate 30 degrees left to avoid turbulence area. Turbulence stopped after one minute and normal operations resumed; no other problems noted.


Synopsis: A CE-501 encountered severe turbulence for one minute at FL350 and advised ATC they were unable to maintain RVSM because of altitude variations up to 400 FT.