elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Push Back
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Taxi out our weight was 491500.  We had to do a gate return to remove 2 deportees and an escort for security reasons.  We came back to the gate and removed 3 pax.  We waited for the final weight manifest showing 3 less pax.  The new FWM came back saying we weighed 275;000 pounds.  V speeds were approx 30 kts less.  Captain called dispatch to fix the numbers and we got printed messages saying that the aircraft was properly balanced.  This error if not caught by the crew could have resulted in a total hull loss and several deaths.


Second narrative: After leaving gate; load planning changed aircraft (AC) weights numerous times which changed takeoff (TO) speeds. TO speeds would not load so we called load planning to send new speeds; no help with auto load after numerous sending of AC weights. Called Load planning chief again for TO speeds and finally sent a msg. with our speeds; and the speeds were way off. 134;136;148 for a AC weight of 490.0 We all questioned the speeds and called Load Planning again saying these speeds are way too low for this AC Later we got a msg. saying 'what are you referring to you are perfectly balanced'. We were referring to speeds that would have caused a tail strike or worse if we used them. We received the proper speeds just prior to the msg. questioning our calls. 162;163;169. We were at the hold short line when we received the numbers and if we had not had a passenger issue we may not have caught the error.


Synopsis: Flight crew reports receiving final weights and V Speeds for an aircraft weighing 275K while the manifest indicated a gross weight of 490K. Multiple contacts with load planning are required to straighten the problem out with the new V Speeds being 30 knots higher than those initially provided.
Date: 202111
Local time of day: 0601-1200
Location: GXY.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZDV
ATC / advisory: UNICOM GXY
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was departing Runway 28 at GXY after full stop landing. Took off and announced 'Taking off Runway 28 remain in pattern right traffic for 28'. There was traffic in downwind leg for 28 also. Then another pilot announced 'Aircraft Y 2 miles west of field have the departing traffic and downwind traffic in sight; will enter right downwind for 28'. Upon climb out after starting cross wind we had near miss; aircraft was below and passing in front of us about 300 ft horizontally and 200 ft below; the 'Aircraft Y' We had ADSB IN in cabin and had downwind traffic on screen and visual however Aircraft Y did not have ADSB and was not shown on screens. After near miss Aircraft Y called 'I just had traffic coming right at me' I reported yes that was me; I did not hear your position report that you had entered downwind and did not have visual' he reported 'We will follow you in right traffic for 28' I said 'No go ahead; (as he was now already ahead of me in pattern) we will make a left 360 for spacing and follow you'.Pilot continued to report as 'Aircraft Y' And I did not get a tail number. Better position reports could have been made by both parties to understand where we were at in relation to one another; ADSB also could have helped prevent this near miss if it was required in all aircraft.




Synopsis: Pilot reported a NMAC with an aircraft on downwind at a non-towered airport.
Date: 201910
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach to 16L [Company X] on 16R appeared to overshoot the LOC (Localizer) twice the second time causing the Resolution Advisory. We responded immediately and re-acquired the [Company X] jet (it appeared to very nearly end up underneath us). The auto pilot was off and we were in VMC. After we were clear of the conflict; I descended and reacquired the glide slope and flew a stabilized approach to the runway.




Synopsis: A320 First Officer reported an NMAC with another aircraft on approach to land.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Descending from FL 300 to FL 270. Voice/Aural 'Airspeed Low' warning; accompanied by IAS Disagree and ALT disagree cautions. Captain airspeed tape shot down to approx. 170 KIAS; Captain altitude indication climbed rapidly; autopilot commenced nose down pitch and auto throttles increased to gain airspeed. Autopilot/autothrottles disconnected; crosscheck with flight path vector; AOA indication and standby instruments quickly confirmed cautions.  [Advised ATC]; QRC procedure and follow-up QRH procedure performed; cleared by ATC to descend and proceed direct ZZZ. Captain gave aircraft to First Officer once stable and insured all procedures completed and correct. First Officer indications returned to normal much more quickly (passing approximately FL210. Captain indications returned to normal more slowly; but were correct approaching approx. 15;000 [feet]. Entire evolution took place in solid IMC; with all pitot heat and engine anti-ice switches in correct places and appearing to be functioning normally. Opted to remain [a priority] aircraft due to uncertainty of actual malfunction; and because of intermittently poor ceiling/visibility conditions at ZZZ. Uneventful descent/approach/landing in ZZZ. Logbook write-up completed; Avionics Tech personally debriefed post flight in ZZZ.  Suspect some form of pitot tube ice up or blockage; despite pitot heat on and appearing to be functioning. Ice crystals maybe? Just an unlucky combination of OAT; moisture content; winds aloft; etc?




Synopsis: B737-800 pilot reported encountering erroneous inflight airspeed indications; possibly due to ice contamination of the pitot-static system.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: MBB-BK 117 All Series
Operator: Air Taxi
Operating under: Part 135
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During the day the on duty mechanic replaced the number one side engine mount bushing. In accomplishing this task the mechanic planned on using an approximately 12 inch piece of 2x6 to rest the engine on while replacing the bushing although it ended up not being needed. This wood was then apparently left on top of the engine towards the rear of the engine bay. The on duty mechanic discussed what he had worked on with me and we ensured that his tools were back in his possession. While performing my inspection of the work I thoroughly inspected the area around the bushing and mount and ensured that area was clear. I was so focused on the area where the maintenance was performed that I never even looked back around the entire engine compartment missing the block of wood.Suggestions for ensuring this does not happen again is difficult. I feel as though I am a diligent pilot who strives to do the best job and I know the mechanic is exactly the same way. We missed an item in the engine compartment that normally is not there or used in daily work. Our usual look into checking for loose equipment such as tools; washers; rags; etc. in my case left me in a frame of mind that I had done a complete check of the compartment; as the 'usual' items sometimes left behind during maintenance were not in the area of the work performed. Further dissemination of what was missed could help avoid this in the future to put this in other individuals' minds as to what can be looked for.

Callback: The reporter stated that the block of wood that was in the engine compartment was found during preflight. The reporter stated the engine never started or ran while the block of wood was in the engine compartment.



Synopsis: MBB-BK117 pilot reported that while performing maintenance on Helicopter; the mechanic left a block of wood in the engine compartment.
Date: 201706
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
ATC / advisory: Center ZME
Second aircraft: Sail Plane
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure
Primary problem: Ambiguous

Narrative: Aircraft X entered my airspace from sector 42; requesting the RNAV 18 approach at SYI starting at IBCUM intersection with the weather and NOTAMs. I pointed him out to BNA approach then I cleared; him to maintain 3000 ft until IBCUM cleared for the RNAV runway 18 approach to Shelbyville; report established inbound. About 3 minutes later I was offline coordinating with Hinch Mountain (T41) about another aircraft. I heard an aircraft calling me on the frequency loud speaker. I finished my coordination and asked who was calling center. At that time; the pilot advised me that he had a near miss and asked if I had any traffic for him. I advised him that I did not depict any traffic within 5 miles of his position. He responded by telling me that a glider had just passed within 20 ft of him. I responded with a Roger. I immediately advised the supervisor who came down and plugged into the sector with me. I continued to work the sector which was moderately busy and when I had the opportunity I asked the pilot if he had to take evasive action. He stated that he did not but if he had seen the glider sooner he would have. I asked if the glider passed off his right or left wing; he stated that it passed off his right wing and was white in color with a back antenna coming out of its canopy. Once the pilot reported established inbound he canceled IFR.This situation could have been prevented several ways:  Require all gliders to remain 500 ft below the local MIA. Require all gliders to be equipped with a transponder with Mode C capabilities. Only allow glider operations within designated areas that are not near airports or under instrument approach procedures. Have an alert area for glider operations or a NOTAM issued when necessary.




Synopsis: ZME Controller reported a NMAC with a glider and a GA pilot on approach to SYI.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In flight; total electrical failure in VMC on IFR flight plan. First indication was Center saying they couldn't see my transponder; anymore. When my headset started doing static and GPS flickered; I advised Center I might have pending total electrical failure. It failed shortly thereafter. Going to standby voltage regulator got my radio back; but not the screen; and the radio came up in Guard and an airline flight was trying to relay for me before I lost that a minute later; too. I then lost all cockpit avionics including GPS; moving map; radios; etc. All gauges froze in last position and I was forced to hand crank the landing gear down and land no-flap (non-standard) at the nearest field as I was just about to switch from near empty aux tanks to the mains and was not certain if an electrical relay was needed; so I wondered if I was about to lose the engines; too; with no suitable field to do a forced landing. The gear held upon landing.A mechanic is investigating the voltage regulators and alternators. The batteries were brand new. The ammeter in the older C-310 does not give really accurate info other than flow trends. A voltmeter would be preferred. More frequent inflight checks of electrical system advised; especially IFR. It turns out the fuel valves are mechanical; so I had more fuel (and could have had less stress); but airmanship still dictated landing at the nearest field with total electrical loss.Bottom line; I'm glad I did not overfly a good piece of concrete to find a better one. A handheld transceiver would have been nice; but I might not have had time to use it potentially violating the aviate-navigate-communicate priorities. Backup navigation like iPad very helpful in situations like this.




Synopsis: C310 pilot reported a complete electrical system failure in visual conditions that resulted in a diversion to a nearby airport.
Date: 202112
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Routine Inspection
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft X from ZZZZ; blocked in at ZZZZ1. We were met by two Civil Aviation Authority Inspectors for a ramp inspection. Using the Ramp Inspection Job Aid in the iPad Secure Content locker. We escorted inspectors in the cockpit and supernumerary area while answering questions and providing requested documents. Inspectors noted Dangerous Goods paperwork in the Aircraft X's cargo envelope for a shipment of lithium ion batteries. We showed the inspector Aircraft DG Manifest stating 'NO DG ON BOARD '; that we received at ZZZZ. I informed the Duty Officer; the Flight Safety Duty Officer [of Inspection Team name] Senior Manager for Flight Operations of the inspection and report. Had the ZZZZ1 ramp send out DG specialist to also help answer the DG issue. The Inspectors wrote up the DG discrepancy and departed the aircraft at XB:54.  [The issue was] DG paperwork errors.




Synopsis: Air Carrier flight crew reported a Ramp check upon arrival at destination which recovered a Hazmat documentation error. A discrepancy report was submitted by the Inspection Team.
Date: 202002
Local time of day: 1801-2400
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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 Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL360 the lead Flight Attendant informed us of a foul odor in the forward cabin. She said the smelled was like that of dirty socks. At this point; we did not smell it. We ran the QRH procedure; elimination of foul odors in flight deck and cabin. We decided to turn off Pack 1. At that point the smell came forward and it was the dirty sock smell. Within 5 minutes the smell dissipated; in both the cabin and flight deck. We left Pack 1 off and the Crossbleed shut. After communicating with the cabin crew and determining the smell was gone we decided to continue to ZZZ. We sent a message to Dispatch about our situation but did not get a reply until I queried them about our first message. Then the reply was an affirmative that they got the first message. No guidance was offered. We landed uneventfully; but had to wait 19 minutes for a gate. During this period we requested paramedics and Maintenance to meet the aircraft. I wanted my crew and myself to be checked for any adverse effects from the odor. We were checked and cleared. When Maintenance boarded the aircraft they stated that they could smell the dirty sock smell.




Synopsis: A320 Captain reported they were notified by the Lead Flight Attendant of a 'dirty socks' smell during cruise.  The flight crew turned off Pack 1 per QRH and the smell dissipated allowing the flight to continue to its destination.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
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 Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine 1 compressor stalled 3 or 4 times about 1000 feet. Shut engine down and returned for overweight landing.


Second narrative: After takeoff we heard 3 or 4 large bangs. We realized we were losing number one. I immediately [advised ATC]. We leveled off at 3000 feet. We requested vectors back to land. We ran some procedures and secured number one. We did a downwind; base and final and landed XXL at ZZZ.


Synopsis: A320 flight crew reported #1 engine failure on takeoff.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Power failure on approach. On approach I went to add some power and engine was either already off or quit at this point. Engine is a pusher so no visual. Landed deadstick and short of runway in a ditch. Rotor Blades struck ditch as they slowed down. Engine 'coughed' prior to this and this was a 'precautionary landing'. The landing was executed ok (even in the ditch) but as blades slowed they struck the back side of the ditch and were damaged. No significant structural damage to fuselage. Suspect fuel to be 'stale'. Fuel used was auto (93 octane). However; last fueling of the aircraft was [two months prior]. On a check of the fuel system approx 17-18 liters remain in the tank. On start up engine ran rough and quit. Removed fuel bowls on carbs to inspect and found insignificant debris. On second attempt at engine run the engine ran fine through idle to full throttle. Idle low but within limits.




Synopsis: Gyrocopter pilot experiences a complete engine failure while on a precautionary approach after the engine coughs earlier. The aircraft is landed short of the runway successfully; but in a ditch and the Rotor strikes the ground.