elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to pax door closure; when the APU bleed was put into the ON position prior to pushback on Aircraft X; the First Officer (FO) sensed 'dirty socks'; musty smell after a couple minutes of use. Captain concurred with FO odor assessment and APU bleed turned off after 2 - 3 minutes of use. Maintenance was called to [the] aircraft and they concurred with smell assessment and the pax and crew deplaned to a new aircraft. Aircraft X was removed from service for further investigation. Captain submitted Cabin Odor report for Maintenance review and crew reported to new aircraft and continued to ZZZ1.




Synopsis: Air Carrier Captain reported a fume event during preflight at departure gate. Maintenance was requested resulting in an aircraft swap.
Date: 201303
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Physiological - Other
Anomaly: Other Ground Crew hazard
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: Trade or Kona winds are common on Maui and may change without notice. My fellow employee's [baggage handlers] and I are concerned that the lavs are being dumped on a B757 while we are offloading an inbound aircraft or on loading an outbound aircraft (rear compartment.) Since the beginning of March we have asked that the dumping of the lavs be done after we offload and we will resume loading when they are done. Under OSHA regulations we; as employees; who are exposed to hazardous materials; ex. BIO-HAZ must be supplied with proper protective equipment and trained on how to use such equipment as well as proper action in case of spill or exposure; which our employees who work in the back of the aircraft are not provided with. We were informed yesterday that Management is allowing the servicing of the lavs to be done while we are off/on loading an aircraft. It was also suggested that the dumping be allowed when winds are away from us but we have seen the contract employees attempt to dump the lavs with the winds coming towards us too. We have requested that our contract service please wait until we offload an inbound flight and then we will clear the area for them to do their part. We have a lot of years among us and we have been sprayed while they have dumped the lavs. We have felt the spray of the truck being parking under the aircraft in an attempt to dump. This is caused by the liquid build up on the truck where the hose is stored. Our contract service may at times take up to 30 minutes until they show up to an aircraft which puts us having to stop loading when they show up. Our rampers have asked that if they do not show up within that 30 minute window and we start loading they would prefer us not stopping to accommodate them so we won't be hit with a delay for not loading all the bags in time of closeout.




Synopsis: Baggage handler suggest that the aircraft lavatories should not be serviced while the rear compartment is being loaded and unloaded due to the high winds present at PHOG and the likelihood that the ground crew will get sprayed.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Communication Breakdown; Distraction; Time Pressure; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Single Engine taxi; load data was late. Captain began starting sequence for right engine. Approximate 10 KT tailwind. Start progress was normal. EGT rise was normal for this type engine; but after about 400 degrees started rising rapidly. I called out temps. Captain called abort! I immediately shut the fuel lever off. EGT rose to approximately 580. Whole process was no more than 2-3 seconds. We returned to the gate.We were experiencing task saturation. Frustrated with not getting Load data and repeated calls for this information going unanswered. Task split; Captain doing part of the start; with the First Officer doing the other. [We were] lured into the EGT normally not exceeding the limit; with an unusually rapid rise.


Second narrative: Single engine taxi and engine start were contributing factors.


Synopsis: The flight crew of an MD83 aborted an engine start during a single engine taxi-out when the EGT rose excessively. They returned to the gate for maintenance.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZ climbing through 4;500 ft. we experienced a bird strike on the FO (First Officer) side front window. As of a result of the impact; it knocked out some of the switch lights and lighting covers from the overhead panel. We did not reset the switches. After we accessed the situation and concluded that all engine indications and system operations were normal; we contacted company and Maintenance. The joint decision was to continue to ZZZ1. But because the impact was so hard we couldn't be sure the window wasn't compromised and some of the switch lights that came out were on the pressurization panel; we elected to stay at 10;000 ft. for the duration of the flight and get a more direct routing to ZZZ1 for fuel burn. Our Dispatcher sent us new fuel burn numbers at that altitude and we landed in ZZZ1 without any further issues. We did not [request priority handling] but about halfway to ZZZ1 ATC said they were [establishing priority] for us. I believe; as a precaution from the bird strike; ATC did this because we had stayed at the lower altitude and requested a more direct routing to ZZZ1.




Synopsis: CRJ900 Captain reported a bird strike lead to flying at or below 10;000 ft. for the duration of the flight.
Date: 201808
Location: CYXX.Airport, BC
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Center CZVR
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; 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
Primary problem: Human Factors

Narrative: We were cleared to [destination] via the CLRBK2 departure to J534 to IWACK intersection; after departing we climb up to 5;000 ft and ATC told us we were close to terrain and they ask us to climb; we complied with ATC. We understood climb via the Sid to intercept J534. At no time were we in danger it was a VFR day; clear and no terrain warning called out on the cockpit. We had the terrain in sight at all times at it was below us at all times.


Second narrative: Departure called and told us to climb; and asked if we had the terrain in sight. We complied with the climb and had the terrain in sight at all times. We were informed that we should have flown the SID and waited for vectors to the airway. Since vectors were not included in the clearance; we did not expect them. We misunderstood and should have asked for clarification. We do not feel we were in danger but ATC did. Next time; we ask.


Synopsis: Air Taxi flight crew reported ATC issued a low altitude alert departing CYXX.
Date: 202109
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Fatigue
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On pushback from ZZZZ ramp; mechanic on the headset advised tow bar disconnected; bypass pin removed and said he was clearing to the left. He appeared on the left; showed the pin and waived us off and walked back towards the spot.  We finished after start checklist and called for taxi.  Ramp cleared us and I turned the taxi light on and started to push the power up (could have been worse had we taxied on 2 engines) as I cleared to the left.  Then a tug front left tire appeared from below the cockpit.  I jumped on the brakes and stopped the airplane and observed the mechanic running back to the tug.  It apparently had stalled and he could not get it moving at that point.  Mechanic got it running and it moved clear.  No contact was made and we departed for ZZZ.Cause - I was a little tired after a lengthy new hire IOE trip and do not recall looking for the tug moving away.  I relied on the wave off from the mechanic.  The potential for a disastrous collision was definitely there.Suggestions - I should look more intently for the tug to pull away and the mechanic should not be waving off with a tug under the aircraft.




Synopsis: Air carrier Captain reported nearly colliding with a tug that had stalled after they had cleared the crew for pushback at a foreign airport.  The Captain immediately 'jumped' on the brakes after seeing the tug was still there.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Compressor
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Early morning departure from ZZZ Runway XXR. Cleared for takeoff direct ZZZZZ. On the takeoff roll all engine indications were normal. As I pitched up to takeoff and receiving positive rate from my First Officer I asked for gear up. As the gear was in transit we heard and felt a bang. At first we thought it was gear related then the gear was in and another bang is heard. At that point tower tells us that we have 'sparks' coming from our engine. The bangs were intermittent about every 3-5 seconds. As we analyzed the situation we knew the right side engine was the issue sign ITT (Inter-stage Turbine Temperature) was hotter then normal. Once I seen the ITT start to shoot up into the red I put the engine from TOGA to Climb and ITT some what reduced. By this time we were also reaching 3;000 ft. so I was in the process of leveling off and reducing power. At no point did we get any alerts or indications that anything was wrong other then the weird ITT indications. The bangs only happened when throttle was in TOGA position. Once level all indications were green and we quickly decided to return to ZZZ. We requested priority handling and received vectors back to ZZZ. I contacted the Flight Attendants and told them we had issues with the right engine they quickly responded with 'Yeah; we know it was really loud back here'. Asked if any smoke is present they said no. Told them were going back to ZZZ and that everything is good and normal as of now and if that changes I will let them know. Continued to land Runway XXR with no other engine indications. We told the Tower to have fuel trucks waiting just in case of a fire. Upon landing we stopped on the runway; and Tower tells us no fire is visible and I make a PA letting everyone know of the situation and that we will be returning to the gate. Fire Trucks verified no fire and followed us back to the gate. Engines were working as normal on landing and taxi as if nothing happened.




Synopsis: An Air Carrier pilot reported a compressor stall in the right engine while taking off.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the take-off roll on Runway XXR we observed the wheel-not-turning light illuminate.  The light illuminated at 120 KTS; V1 was 146 KTS.  The Captain (Pilot Flying) initiated a rejected takeoff and brought the aircraft to a stop on the runway.  Aircraft weight was 137;000 lbs. We taxied off the runway and stopped.  Brake temperatures ranged between 80-400 degrees.  The fire department was called and conducted an inspection of the tires and brakes.  They then cooled the brakes and determined they were safe.  The left inner tire was flat.  The aircraft was towed to Gate X and parked.  Passengers were deplaned.


Second narrative: No additional information was provided by the secondary narrative.


Synopsis: An MD-82 flight crew rejected their takeoff at 120 KTS when they observed a wheel not turning warning.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was providing OJTI on the satellite position. The Developmental had a Dash 8 depart on a 270 heading climbing to 4;000 FT. She RADAR [identified] him and then climbed to 5;000 FT in her airspace. The Departure Controller turned the CRJ north off the left of the Dash 8. The jet was at 5;000 FT; the Dash was at 4;600 FT. The Developmental immediately called a Traffic Alert and told the Dash to descend to 4;000 FT. The Dash got visual with the jet. The jet would have never been at 5;000 FT if there were not picture takers to the south of the airport during a departure bank. There were also excessive departures off another nearby airport because of a new procedure to have reduced separation off the airport. Vectoring off the RNAV and having visual separation. There has to be procedures briefed to controllers prior to implementing them. Vectoring off the RNAV and reduced separation was not briefed but sent in an e-mail from Union Representative. Also; picture takers should be briefed and have some sort of plan and should be monitored.




Synopsis: TRACON Controller providing OJT described a conflict event between two IFR aircraft complicated by a photo mission operation nearby and less than adequate briefings provided to the Controller workforce.
Date: 201907
Local time of day: 0601-1200
Location: RYY.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D RYY
ATC / advisory: TRACON A80; Tower RYY
Aircraft component: Gear Lever/Selector
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Glider; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear jammed on retraction halfway. Attempted to recycle gear with no response. Leveled off at lower altitude and requested vectors from ATC while we worked on the issue. Followed the emergency procedures in our manual and attempted to extend the gear back down. The manual gear extension handle locked in the forward position and we did not have three green lights. Did a fly-by of the Tower after consulting with our maintenance people. The gear according to them was not fully extended. We went out away from the airport and I once again tried to move the manual gear extension handle. I pulled as hard as I could on the handle and it snapped loose. I was then able to pump the gear down the rest of the way and had three green lights. The landing was uneventful. Emergency equipment was called as a precaution prior to landing.


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


Synopsis: Flight crew reported that gear handle jammed on retraction; was able to manually get the gear down and landed uneventfully.
Date: 201308
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
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: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff both MCDU's locked out. We lost all navigation ability. The course line on the map display disappeared; we could not select standby Nav; manually tune any frequencies; the autopilot would not engage and the FMS would not compute the proper airspeeds. We checked the QRH and AOM for guidance and realized we could not correct the problem. After checking the weather we declared an emergency and diverted because the weather there was VFR. Landed without incident. Maintenance corrected the issue and we continued to destination.




Synopsis: B717 crew experiences a dual MCDU lockout shortly after takeoff which cannot be corrected. The flight diverts to a suitable airport for maintenance; then continues to destination.
Date: 201411
Location: ZZZ.ARTCC, US
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After leveling off at FL410; power was being reduced to set normal cruise thrust; a loud bang was heard from the right side of the plane. The plane shook and yawed briefly to the right. Occurrence happened only once.  Fuel flow and ITT remained stable.  The right ITT was higher than the left by about 50 deg but well within limits.  The ITT eventually lowered to correspond with the other Left ITT. The situation was stable; so my copilot and I discussed the situation. Although indications were normal in the cockpit; there were a host of possibilities as to what would have caused such a loud boom and shake the aircraft as it did. We called the ACP (Chief Pilot); to relay our request for diversion.  He agreed and we coordinated with Dispatch for a diversion.  We maintained the aircraft at slower airspeed as a factor of safety.  Post flight reviewed no obvious damage to the aircraft. After our crew debrief; we suspect we could have had a compressor stall.




Synopsis: CE560XL Captain experiences a compressor stall at FL410 as the thrust is reduced for cruise flight. The engine continues to run and after a few minutes exhibits normal parameters; but the crew elects to divert to a suitable airport. No obvious damage is found.