elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During takeoff; after engaging the Yaw Damper (YD); the YD failed and shortly after we got Rudder System (1) and (2) inoperative (INOP) message on the EICAS. We ran through the Checklist and declared an emergency; we returned to the airport and landed. Our training worked and we landed safely. The crew coordination and communication worked very well.

Callback: Reporter stated he is new to the aircraft; but after the Yaw Damper failed and the Rudder Systems (1) and (2) 'INOP' EICAS message appeared; the rudder pedals were stiff; harder to input. The pedals did not necessarily feel like they were jammed; just harder to input. The Captain; who has been flying the EMB-145 for some time; noted their event was the first time he (the Captain) had experienced a Yaw Damper fail with Rudder Systems-1 and System-2 becoming inoperative. He did not want to apply too much pressure to the pedals; especially with the loss of the Rudder Flight Control System; because he was unsure what to expect.Reporter stated they were so busy with setting up for the emergency return to field; which was nearby; that they did not attempt to recycle/reset the System-1 Rudder; which is a procedure in their QRH book to try and re-establish hydraulics to the System-1 Rudder actuator. Their aircraft was an older EMB-145. He has not heard from their Maintenance group what the fix was and did not know if any of the components were 'life limited' parts.



Synopsis: A First Officer reports about a Yaw Damper that failed shortly after takeoff; followed by a Rudder System-1 and Rudder System-2 'INOP' EICAS message on their EMB-145 aircraft. Flight crew declared an emergency due to loss of Rudder Flight Control System and returned to departure airport.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was the Captain on this flight. Once we completed the flight we parked at a gate that requires air stairs. As per [Company] operating procedures; we had Engine #1 (Left Eng) running to power the aircraft until ground power was to be established. Before ground power was established; ramp personal pushed the air stairs up to the airplane and passengers began to deplane while 15 ft IN FRONT OF A LIVE RUNNING ENGINE. It was at about the same time I noticed this that the ground power became available. I immediately transferred power and shut down the engine. Following the incident I tracked down the Ramp Supervisor (who was not present during the incident) and she informed me that it is normal [here] for the ramp agents to push the air stairs up to the aircraft while the engine is still running; however; the Agent should not have given our FA (Flight Attendant) the signal to open the main cabin door. This is an event that is an extreme safety risk and can have devastating consequences.




Synopsis: ERJ-175 Captain reported that passengers deplaned via air stairs in front of a running engine.
Date: 201603
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Fatigue; Physiological - Other; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Staffing; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was getting busy and was feeling very tired and behind the power curve right from the start. I got a Radar Assist position; but was not even able to get him a proper briefing because of the amount of workload I was handling. I did not put 27000 feet in the data tag on this aircraft. It was still showing 29000 feet causing me to turn him right in front of another aircraft at 28000 feet; however with the proper turns and pilot immediate actions I was able to maintain separation. I would not have been able to do so if that pilot was not on top of his game. He was GREAT! I have no excuses to make here. We have been super short staffed and with weather throughout our sectors and more than the normal amount of traffic through this sector I am beat and can only pray we get relief from this shortage soon before something worse happens.




Synopsis: ZFW Controller descended an aircraft from FL290 to FL270 with opposite direction traffic at FL280.
Date: 201506
Local time of day: 1201-1800
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Weather radar failed after takeoff.  Conferred with dispatch; thunderstorms at destination and alternate; returned to MIA for maintenance.  Coordinated with operations for gate; maintenance.  Overweight landing accomplished. Weather radar was written up previous day as intermittent.




Synopsis: B757-200 Captain experiences a radar failure after takeoff and returns for maintenance due to thunderstorms forecast at the destination and alternate. The radar had been written up the day prior.
Date: 201810
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight enroute [from] ZZZZ; reached cruise flight at FL340. Windscreen L-1 heating element began to glow brightly shortly after level-off and the window cracked. [Priority was requested] with [ATC] on HF radio and a return to ZZZZ was initiated. QRH procure for 'Window damage-Forward' was referenced. Flight landed at ZZZZ uneventfully.




Synopsis: B737 pilot reported a cockpit window heat failure; which resulted an return to the departure airport.
Date: 201710
Local time of day: 0601-1200
Location: RPLL.Airport, FO
Flight conditions: IMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center RPHI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: RPLL approach vectors and approach clearance Once again RPLL approach control vectored us to an intercept heading on the LOC 6 at 3500. We then received approach clearance. The aircraft at the time was outside of 15D from IML (4 miles outside the IAF TARA). The minimum altitude at TARA is 2500. When given this approach; and also vectors for ILS/LOC 24 outside ZULU; the last assigned altitude can NOT be left until established on an inbound segment of the approach. In other words can NOT descend from last assigned altitude to prior to the IAF. This causes the aircraft to be high on the approach due to the short distance between the IAF and the glideslope intercept altitudes (ILS 24 ZULU crossing a 3500 is well above the glideslope). On ILS 24 the only way to be close to the glideslope capture altitude is to be high drag and depart 3500 0.3 nm prior to ZULU. Even so without glideslope capture prior to 7.5D reverting to LOC minima can be required until glideslope capture inside of 7.5D.A fair number of crews have been advocating departing last assigned altitude with glideslope capture outside the IAFs. Which is expressly prohibited in the Flight Operations Manual. The lack of awareness of RPLL approach on clearances and the lack of understanding by the flight crews on proper approach procedures is alarming. And is a high risk situation especially when weather or darkness is encountered during the approach.




Synopsis: B737 Captain reported that RPLL procedures into Runway 24 pose a challenge to SOP stabilized approach procedure.
Date: 202002
Location: ZZZ.Airport, US
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Parts / Stores Personnel
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I shipped multiple tools COMAT on international airway bill # XXX-ZZZ XXXXXXXX. Contained in this batch of tooling was a Tire Gauge - PC 91XXXXX. This Item is Hazmat because it has a battery in the unit. I did not realize this tool was Hazmat because the planners gave me the item to ship with a [system] screenshot (Which does not show if the item is Hazmat or not); therefore I packed the tool and signed the Airway bill declaring that no Hazmat was contained in the shipment; when if fact there was. I discovered this issue this morning when I reported to work and had an email for the ZZZ1 Storekeeper letting me know that 1 of the items in the shipment was Hazmat.Believe the [screenshot] should have a Hazmat indicator to show if a tool is Hazmat or not. Other [systems]; such as the [other program] already show this as well as multiple ETIPS screens.




Synopsis: Maintenance Storekeeper reported shipping Hazmat COMAT Lithium Ion battery power tool without required Hazmat label.
Date: 202110
Local time of day: 1201-1800
Location: COS.TRACON, CO
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: TRACON COS
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; 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 New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was taking off Runway 35L runway heading and Aircraft Y was straight out Runway 35R. I was training on VR and we decided to keep Aircraft X [on] runway heading until the Aircraft Y turned east to avoid wake turbulence. When Aircraft Y turned eastbound; we turned Aircraft X on a 130 degree heading initially at or below 8;500 feet MSL; then amended it to a 100 degree heading to clear the departure corridor. We kept Aircraft X at or below 8;500 feet MSL just as we were entering a 8;900 feet MSL MVA; however; Aircraft X was issued headings prior to entering the 8;900 feet MVA to stay in the 8;400 feet MVA. Better airspace/MVA awareness; better awareness on the Tower when departing eastbound VFR departures reference departures on Runway 35R.




Synopsis: COS TRACON Controller reported an MVA violation.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent [we noticed a] dirty socks and 'burnt' smell.  This was on descent into ZZZ. We contacted the [Flight Attendant] and they said they also smelled it.  At this time we were getting a quick descent and approach into ZZZ; so we landed the airplane. The event was entered into the logbook.




Synopsis: Air carrier Pilot reported a fume event during descent. Flight crew continued to a safe landing and submitted a logbook entry.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Parking Brake
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Procedure

Narrative: The aircraft was parked and unpowered. This incident occurred during the early stages of the pre-flight. I set the parking brake thinking that accumulator was charged. Then I exited the aircraft and removed the chocks. The aircraft started to roll and impacted a vehicle parked on the ramp about 20 feet away. The way to avoid any occurrence like this is to turn on the battery and allow the hydraulic pump to charge the brake system.




Synopsis: First Officer reported setting the aircraft parking brake but not charging the brake accumulator with battery power prior to removing the wheel chocks. First officer reported that the aircraft began to roll; moving 20 feet before hitting a parked vehicle.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Weather
Primary problem: Weather

Narrative: Taxi down runway. There was gust of north wind. Ended up in ditch. Damaged airplane.




Synopsis: Aeronca 7AC pilot reported a gust of wind caused a loss of directional control on the ground; resulting in some damage to the aircraft.
Date: 201308
Local time of day: 0601-1200
Location: CXP.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E CXP
ATC / advisory: CTAF CXP
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was returning to the airport from the south listening to CTAF. There were 2 or 3 airplanes in the pattern doing touch and goes. I entered a 45 downwind; left traffic for Runway 27.There was one plane just finishing his crosswind and entering downwind behind me; one airplane on final which I could see landing; one airplane in front of me on downwind. I did not see him. There was another plane overhead at 7;000 circling waiting to eventually get in the pattern with an overhead entry.The plane in front of me called left base for Runway 27 and I continued downwind after passing abeam the runway end. When I heard the front plane call final I started my base leg. I still did not see him. When I was almost inline with Runway 27 I started to turn final and heard the previous plane call short final and at the same time I saw him. I was to his left and below him and within 50 to 100 FT.I moved slightly left; aborted my landing and flew upwind to stay in the pattern. It did not require an extreme maneuver on my part. (The other pilot and I talked about it later on the ground.) I felt that it was getting too chaotic so I departed the pattern and several minutes later reentered left downwind for an uneventful landing.In retrospect I realize I was flying the traffic pattern by rote and that was a mistake. Since I didn't have visual contact I should have aborted the entire approach and reentered.




Synopsis: The pilot of a homebuilt aircraft suffered a NMAC with a single engine Cessna on short final at an uncontrolled airport. Both pilots were utilizing CTAF but never had visual contact with one another.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not 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 Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff and gear retraction we received a 'Nose Wheel Steering Inop' caution message followed by a 'Gear Disagree' Warning message. We declared an emergency; and completed the emergency procedures described in the QRH. We returned to [departure airport].




Synopsis: CRJ-700 First Officer reported 'Nose Wheel Steering Inop' and 'Gear Disagree' warnings after takeoff. Crew declared an emergency and returned to departure airport.
Date: 201910
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: When stowing my oxygen mask after my Captain's lav break; I noticed that the oxygen mask compartment had two M&Ms; two nuts; and a scrap of paper in it. This is not a one-off. On a previous flight I found a dozen goldfish crackers; and on another I found a hand-full of potato chips. This is a problem; because pure oxygen lives there. Several mishaps have resulted from combustibles in the presence of pure oxygen (Apollo 1; USS Independence; even a naval aviator who had his flight helmet blown off his head and resulting in 2nd & 3rd degree burns when oxygen from his mask hit his petroleum-based hair gel. In tactical jets we are taught not to even use lip balm.) A fire could easily start in the mask compartment if there were paper or oily food items present in conjunction with an oxygen leak. The likelihood of a leak is small; but the consequences are serious; especially when the first step in case of a fire in the cockpit is to don the mask!It seems one or more pilots (or perhaps mechanics) on this equipment place bags of snack food next to an open oxygen mask compartment--maybe I keep crossing paths with a particular pig; who then allows it to fall into the compartment and then stow the mask without cleaning up their mess.I suggest a fleet communication reminding people that; while leaving a filthy cockpit is always uncool; leaving combustible debris or food items in the oxygen mask compartment poses an actual fire hazard. Captains should correct First Officers who place their food in a location where it might fall into the oxygen mask compartment.




Synopsis: B737-800 First Officer reported finding garbage and food debris left in the cockpit oxygen mask holder; causing a potential fire hazard.