elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1801-2400
Location: PAE.Airport, WA
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The last two Paine Field turns that I've picked up; I've run into the issue of not being able to raise Approach for our clearance and void times for Tower closed departures. The frequency listed is 128.5. The first time we were able to get the FSS frequency and have them relay to Seattle Approach to come up on frequency. The second time this happened FSS gave me Seattle Approach's phone number to chat directly with them. After making Seattle Approach aware (via both methods) that we were trying to reach them on 128.5; we immediately had good communication with them. Both times FSS said that Approach sometimes doesn't monitor that frequency in the evening. If that's the case; I'm not sure why it's listed as the frequency on all the approach plates; or why there isn't an after hours frequency on there. My primary reason to file this report was to see if we could get the phone number for approach listed in the PAE airport page; with all the other numbers.




Synopsis: Air carrier First Officer reported repeated problems in obtaining clearance from Approach Control on the ground when Tower is closed at PAE airport.
Date: 202107
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was assigned the unadvertised XYL for arrival (advertised as a departure only runway) to accommodate for the required runway inspection by airport ops after this type of aircraft arrives or departs. It's easier to stop traffic and inspect the departure runway.  Aircraft Y checked on 10 to 15 miles out and I cleared them to land and advised that traffic would Line Up and Wait/depart prior to their arrival. I was very focused on my sequence because we were in weather reroute program and there were numerous in-trail restrictions over most (all?) departure fixes. I got too focused on the departures and did not appropriately scan for the arrivals progress. When I instructed Aircraft Y to Line Up and Wait; Aircraft X advised that they were going around. I responded with a subsequent go around and maintain 3000 feet shortly after followed by a 300 heading after coordinating with Local Control. Aircraft Y crossed the Hold Short Lines but not the edge line. I will add a memory aid to my personal technique to prevent this from occurring again. I plan to use an empty strip holder to conservatively predict where the arrival will fit in with my departures. For example; if the arrival is 10 miles away I would put the blank strip 2 departures back and not depart beyond the blank strip without reassessing the situation. This will force me to periodically check on the progress of the arrival to my departure runway.




Synopsis: Tower Controller reported clearing an aircraft for takeoff with another aircraft on short final which resulted in the flight crew initiating a go around.
Date: 202109
Local time of day: 1801-2400
Location: SAF.Tower, NM
Flight conditions: VMC
Light: Night
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D SAF; Class G ZBQ
Aircraft component: PFD
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Troubleshooting; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This report is for the dangerous situation of inadvertently approaching an airport in mountainous terrain. at night at too low of a height above the airport.This issue happened because I did not crosscheck information provided by the Garmin GTN 625 Navigator for VNAV profile with airport information.  The button sequencing on the GTN 'zeroed out' the 1;000ft AGL offset I programed into the VNAV feature.  This appears to occur with all GTN 6xx/7xx navigators.I was flying a personal flight to SAF.  I knew that I would be arriving at night; and planned to approach from the Albuquerque area to avoid terrain.  In order to have a safe approach to the airport; I setup VNAV in my GPS Navigator; a Garmin GTN 625.  I used the VNAV feature to give a 3 degree glide path to a point 1 mile from the airport at 1;000ft AGL.In setting up the VNAV; for altitude I entered a value of 1;000ft; then hit the MSL/AGL soft key to enable AGL.When I reviewed the added point VNAV waypoint in the flight plan on the GTN; it autofilled a crossing altitude of 6;349ft MSL.  I had understood this to be the MSL altitude of 1;000 AGL.  When approaching the airport; I descended through 7;000ft and noted that the terrain illuminated by city lights appeared closer than the approximately 1;600ft I was expecting.  I arrested my descent; and climbed visually to an appropriate height visually with the airport in sight.  I finished my traffic pattern and landed.  I noted that the elevation of the field was 6;349 MSL.Later I tested my keystrokes in the GTN625.  I tried to enter a VNAV waypoint with the following keystrokes:Enter 1;000ftHit the MSL/AGL buttonUpon doing this; I noted that when you hit the MSL/AGL button; the altitude/height reverts to 0.  I learned that you must enter the AGL value AFTER hitting the MSL/AGL value.  I also learned to always check your VNAV crossing altitudes with the chart.




Synopsis: Pilot reported problems with setting up the Garmin Navigator correctly and almost having a CFIT encounter.
Date: 201912
Local time of day: 0001-0600
Location: NCT.TRACON, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT; Tower SFO
Aircraft component: Flight Dynamics Navigation and Safety
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
Human factors: Distraction; Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: For the second time in a month; in two different aircraft; I have had the same issue with VNAV busting an altitude constraint at the same fix. Inbound to SFO on the PIRAT2 arrival. Clearance is to cross ARGGG at 8;000 ft.; then maintain 4;000 ft. In VNAV path with 8;000 ft. programmed at ARGGG and 4;000 ft. set in the MCP window. All is normal until a couple of miles prior to ARGGG when the VNAV PDI pops to full scale high and the aircraft chases the path and ignores the constraint. I disconnected the autopilot at 7;800 ft. and popped back up to 8;000 ft. until crossing the fix. Same thing on both occurrences. This will bite someone as it is the end of a red eye crossing from Hawaii.




Synopsis: B737 Captain reported that in 2 different aircraft at this location; the aircraft did not follow the programmed VNAV flight path.
Date: 201507
Local time of day: 0601-1200
Location: FDK.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While taxiing to the avionics shop at Frederick; I encountered a tractor trailer that was parked diagonally in front of the hangar.  As I swung right to clear the tractor trailer; my right wing tip hit a power line stabilization cable on the ramp.  If I was not fixated on clearing the tractor trailer and been aware of the cable the incident could have been avoided.  I was told after the fact that the cable has been hit before by aircraft.  My suggestion would be to relocate the power line away from the ramp where aircraft move.

Callback: The reporter described the precise location of the power pole and guy wire off aviation Way.



Synopsis: General aviation pilot reports contacting a power pole guy wire with his right wingtip while attempting to taxi around a tractor trailer rig parked on the ramp. The pole is just off Aviation Way at an access road to the ramp. The coordinates are 39 24' 56' N 77 22' 49.37' W.
Date: 201303
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Situational Awareness; Fatigue; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy; Staffing; Aircraft
Primary problem: Company Policy

Narrative: I work for Air Carrier X and on several occasions in the last week I have been on duty for 50-hours; slept for 7-hours; then was on duty for another 30-hours. In that time I did many aircraft turns and tried to troubleshoot several problems with aircraft? My immediate Supervisor has no problem working crews for 24-hours at a time; with little rest in between duty days. This is getting very dangerous; as people are starting to make mistakes due to the fatigue caused by this unrelenting schedule.




Synopsis: A Line Mechanic reports he had been on-duty for 50-hours; slept for 7-hours; then was on-duty for another 30-hours. Their Maintenance Supervisor works crews on 24-hour shifts with little time off for rest due to low manpower. A dangerous environment exists; as personnel are making mistakes due to fatigue.
Date: 202107
Local time of day: 1801-2400
Location: ATL.Airport, GA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: [We] encountered two wake turbulence events while on the downwind at 8;000 feet with Atlanta approach control. First Officer maintained control of the aircraft on both occurrences. After the second sudden right roll we observed the large aircraft we were in trail of and now was below our altitude.  We realized the roll was likely not associated with a shear event from the cell nearby. We notified ATC. I would not classify either event as a severe wake turbulence event. There was no 'bank angle' aural. Perhaps ATC separation issue.




Synopsis: CRJ-200 Captain reported encountering wake turbulence on arrival into ATL in trail of a large transport.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
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 Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff the gear was retracted and we got a brake overheat warning. The First Officer ran the Quick Reference Checklist and as I was already below 210 kts; he dropped the gear. At this point the Brake Temperature Monitoring System (BTMS) showed 15 and was slowly climbing. It reached 20 and stayed there for a bit before dropping to 16 or 17 and then climbing back to 20. After running the checklists and discussing the warning; the number readout and the weather in ZZZ1 (we were a diversion from there originally) we took a conservative approach and returned to ZZZ. On short final the BTMS went to all yellow dashes and on touchdown went to a red 01.Looking back I think we made the correct choice to return; as the symptoms of a faulty BTMS per the checklist was not completely present until landing/short final. In the future I may approach this exact scenario a little different but stand by our choice to return.




Synopsis: CRJ-900 Captain reported a brake overheat indication after takeoff and gear retraction causing an air turnback and precautionary landing.
Date: 201809
Local time of day: 1201-1800
Location: EGTT.ARTCC, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center EGTT
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: I was performing duty as bunkie. I was notified in my bunk that flight attendants smelled electrical smoke in aft galley. I went to the aft galley to investigate and reported back to Captain. The electrical smoke dissipated by the time I arrived in aft galley. The Flight Attendant reported acrid or electrical smell immediately after galley power was cycled from the cockpit to attempt to regain power to half of aft galley equipment. The power was still out in right side aft galley equipment including 3 ovens and 7 coffee makers. In addition; the circuit breaker / power panel for that side had no lights illuminated. There was no evidence of fire or additional smoke noted. I discussed with the flight attendants any concerns they had but all were ok with continuing the flight and augmenting services for passengers. I requested they immediately inform pilots of any change in the galley power or smoke situation. I reported all to the Captain and informed the flight attendants in the mid and forward galleys including purser. Then I returned to my bunk.


Second narrative: Early in flight received a cabin call from FA. He reported no power to several ovens and coffee makers in galley. I took over pilot flying duties and ATC communications while captain worked checklists and tried to resume power to galley. After reset of galley power; FA reported a slight electrical smell. Captain woke relief pilot. He reported no electric odor. Captain Satcom called Maintenance Control and shut off all power to galley. Flight continued without further incident.


Synopsis: B777 flight crew reported a burning electrical smell from the aft galley.
Date: 201807
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were enroute to LAX and beginning our descent on the STAR when we encountered wake turbulence from an Airbus 380; 16 miles ahead of us. I was the Pilot Flying (PF). I immediately maintained control of the aircraft while disengaging automation and reducing AOA and thrust. Roll was unstable until we descended below the wake; where we stabilized the roll and recovered to the desired flight path. I don't recall how much AOB we encountered but at least 20 degrees. We split up our duties and the Pilot Monitoring (First Officer) reported the encounter to ATC and then talked with the Flight Attendants (F/A's) and informed the passengers as to what had happened. The B F/A said she 'may have' scraped her knee; the A and C were fine. After landing and passenger deplaning; we spoke with them to determine if she was hurt. She said she was fine; she looked fine and both the First Officer and I looked at her and her knees and there was nothing; they went on to their next flight.  My biggest concern was if she was injured but she insisted she was ok; and wanted to operate the next flight. I think she was ok; or else I would have taken a different course of action with her. ATC did not inform us that we were following an A380; they had vectored us off course and slowed us but did not say why. Had we known; we would have sat the F/A's down.




Synopsis: B737 Captain reported a Flight Attendant was slightly injured during a wake turbulence encounter on arrival into LAX following an A380.
Date: 201711
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
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: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing the Airport and climbing through 16;300 feet; we heard a loud bang associated with a compressor stall; immediately followed by an engine number 2 failure. The aircraft yawed to the right. I disconnected the autopilot; descended to 16;000 feet; and reconnected the autopilot after trimming the rudder. MCT (Max Continuous Thrust) was selected on the number 1 engine. I directed the First Officer to advise ATC of the engine failure; that we are leveling off at 16;000 feet; [exercising our PIC authority]; and requested a return to the Airport.We completed the ECAM and QRH procedures and re-established various system capabilities. The Flight Attendants were briefed (we expected a normal landing with no evacuation believed necessary); and made a public announcement to the passengers of our returning to the Airport. Utilizing the EFB; the First Officer calculated the Non-Normal Landing Distance. The result indicated that a safe landing could be made on either the Airport Runway XXR; or XXL. We were aware that [both] ILS were Out of Service. Desiring glide-path guidance to the runway; we requested the RNAV (GPS) Runway XXR. After briefing the approach; we advised ATC of our readiness to land. The Emergency Landing Checklist was completed. We were vectored to the final approach and executed an uneventful landing. The aircraft was capable of taxiing to the gate without assistance.




Synopsis: A321 Captain reported that during climb one of the engines failed.