elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff on Runway XX at ZZZ; on the climb at 300 feet the number 2 engine started to compressor stall. There were 2 loud bangs; the aircraft shuddered; and flames were observed coming out of the engine by the passengers. The number 2 N1 dropped from approximately 93% to approximately 71% during the stalls. As soon as the thrust was reduced the compressor stalls stopped. We [advised ATC]; completed the QRH steps (the engine was stabilized so we did not shut it down); and landed at ZZZ1.


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


Synopsis: B737 flight crew reported that after takeoff the Number 2 engine experienced a compressor stall; but functioned at a reduced power setting until a diversion to a suitable airport could be accomplished.
Date: 201606
Local time of day: 0001-0600
Location: ISP.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ISP
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff roll Auto-feather system did not arm.  Rejected takeoff; once clear of the runway and ATC advised of intentions contacted Dispatch and Maintenance. Conducted ground test of system per maintenance request; found no faults. MEL'ed as administrative control item. Reattempted take off and received same indication that the Auto-feather system did not arm.  Rejected second take off and returned to the gate. Contacted ATC; Operations and Dispatch.




Synopsis: Dash-8 Captain reported returning to the gate after failure of the auto-feather system was noted on the takeoff roll.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 4
Light: Daylight
Aircraft: MU-2 Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Evacuated
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: Approach issued clearance for GPS Approach straight in. Descending on GPS approach entered VMC at 3000 MSL approximately 5 miles from runway. Descending to land on runway and saw that the runway was snow covered (not plowed). Made low approach and go around; circle to land. Turned on airport runway lights for better visual reference. Made normal landing in approximately 2 1/2 to 3 inches of light snow. Rolled 150-200 yards straight ahead. Speed below 87 kts. put power levers into Beta. Upon going into Beta aircraft yawed to left 30-40 degrees. Right rudder applied but no response. Decision made not to attempt go around. Aircraft continued counterclockwise rotation and skidded off runway with aircraft nose heading approximately 140 degrees. Aircraft stopped 50-70 feet after leaving runway. Initiated emergency shutdown. Exited aircraft. At this point aircraft is awaiting mechanical inspection for any possible discrepancies. Aircraft had newly overhauled engines. Even though the pilot had made 4 takeoffs and landings in the 3 days prior to the incident ; I would seriously consider not landing on a snow covered runway unless in an emergency situation. Numerous landings on snow covered runways prior to this incident were considered normal and safe. This is not the case anymore; because of too many variables that can create an unsafe situation.




Synopsis: MU-2 pilot reported upon landing roll out on snow covered runway began losing directional control upon entering reverse thrust and despite counteracting rudder input went off the end of the runway.
Date: 201902
Local time of day: 0001-0600
Location: MCI.Airport, MO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: This report is meant to provide information regarding the NOTAM system. As it stands now; the amount of information is excessive but my point of this report is with regards to the NOTAMs for MCI. I'm making an assumption but it is my belief that the majority of air carriers are operating aircraft with advanced navigation systems which include GPS; IRS; IRU; etc. The fact that these NOTAMs prevent the use of an airport as an alternate or an operating instrument approach to derive alternate minimums is unnecessary as these advanced aircraft are capable of RNAV or GPS substituting the inoperative VORs in these NOTAMs. I want to point out that there is no standardization when it comes to NOTAMs such as one airport will completely exclude perfectly good approaches (MCI) while other airports do not. In the case of [other airports]; they allow for RNAV subbing the inoperative components.




Synopsis: Air carrier Dispatcher reported some NOTAMs for inoperative airport systems preclude use as an alternate airport while others do not.
Date: 201407
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Flight plan: IFR
Flight phase: Descent
Airspace: Class E C90
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were flying in VNAV cleared to cross BOONE at 11;000 feet.  11;000 feet was dialed into the altitude window; followed by /11000 entered next to the BOONE fix; activate was selected; 'pink alt' was verified on the PFD.  At some point after this we were asked if we had a lower clearance and I answered yes we [were] cleared down to 11;000 feet.  At this point I realized that we were almost to BOONE and still at 22;000 feet.  We looked at the MCDU and realized when the activate button was pressed it had not activated.  I know that the procedures were followed to correctly set up and execute a VNAV descent.  However; I should have been more thorough in my CAMI checklist.  The activate button was pushed but either not hard enough or it did not engage for some reason.  I should have and will be more vigilant in verifying the data entry.


Second narrative: We were flying in VNAV; 11000 feet was set and was put in the box; but it never activated. The button was pressed but it didn't activate; So the A/C didn't start it inital decent.


Synopsis: EMB175 Flight Crew reports being cleared to 11000 feet and setting up the the FMC and MCP to accomplish this clearance but apparently not pushing the activate button firmly enough. The aircraft remains at FL220 until queried by ATC.
Date: 201412
Aircraft: No Aircraft
Flight phase: Parked
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Human factors: Confusion; Workload
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy; Procedure
Primary problem: Chart Or Publication

Narrative: All RNAV departures SHOULD have a top altitude box in bold on the top of the chart.  Trying to find the top altitude can be irritating; time consuming; and can; in some instances; create misleading information.The SNOBL 2 RNAV in PHX is one example.  In clear bold print on the chart you see an 'at or below 9;000'; however; if you search in the fine print of the routing box you notice a 'maintain 8;000.'  VERY POOR DESIGN that has the possibility of being set incorrectly on the departure and possibly result in a possible mid-air collision.CHANGE all departures that have a 'Climb Via' top altitude on chart to a bold boxed 'Top Altitude' in the same position on chart.




Synopsis: An air carrier pilot commented that standard RNAV design; such as the PHX SNOBL 2; should have a clear bold top procedure clearance altitude (8;000 feet) depicted on the chart to prevent confusion with higher constraints (9;000 feet) in bold print.
Date: 201502
Local time of day: 0601-1200
Location: GSP.TRACON, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Holding over VOR
Airspace: Class E GSP
ATC / advisory: TRACON GSP
Second aircraft: Small Aircraft
Aircraft component: Altimeter
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: My student was holding over the Electric city VOR; under the hood VFR at 4;500 MSL while I was watching for traffic. I observed a bonanza coming out from directly under us appearing to be climbing directly into our flight path. I took control and turned us away from the aircraft. After ensuring separation with the aircraft I contacted Greer to see if they were controlling the Bonanza. The controller responded that he was and the Bonanza was not above 4;000 MSL. I told the controller that I observed him above that altitude and he replied with 'transponder indicates 4;000; frequency change approved' He did not seem even a little concerned with my stating that it was a close call.




Synopsis: While in a practice holding pattern at 4;500 feet; a C172 Instructor experiences a NMAC with a Bonanza. ATC indicated the Bonanza was IFR at 4;000 feet and never left that altitude.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on left downwind for Runway XX when traffic was noticed above the airport approximately 500 feet above pattern. I reported my position and asked for response with none received. I proceeded to finish downwind base and final reporting positions on CTAF with no other traffic reporting in the pattern. On landing flare I noticed another aircraft was on Runway XY that had landed heading south. In order to avoid a head on collision I went full power and diverted to the right avoiding the aircraft by 50 ft. I proceeded to do two more touch and goes without incident. Upon landing and fuel up the other pilot was still at the terminal. I asked him if his radio was operational he reported he did not know how to use it and asked for my help. I sat in his aircraft and showed him how to and dialed up ZZZ airport CTAF for him. He then stated he was going to fly back to ZZZ1. I then dialed up the Tower; and showed him how to cycle between frequencies. I then hangered my aircraft and during the drive home reported the incident to ZZZ1 Tower and told the Controller about the incident and to be on the lookout in the event he broke their airspace without notification. I also reported the incident to the flight school (owner) of the aircraft.




Synopsis: C172 Pilot reported NMAC with another small aircraft.
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Confusion; Situational Awareness; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Came into ZZZ; level right around FAF above water. Got a Terrain aural; immediately corrected itself and landed safely with no issues.




Synopsis: EMB-145 First Officer reported during final approach the GPWS Terrain Warning sounded at the FAF. The pilot reported the aircraft was near the correct altitude. The GPWS immediately corrected.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; 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: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We had a] normal operations with pushback; taxi; takeoff and climbout until climbing above 14;000 to FL230 when the Captain's side Number L1 window shattered. No bird strike was suspected. The shattering centered in the window's top 11 o'clock position and 'spider webbed' thru the entire window with several cracks. ATC was notified that we were stopping the climb and the aircraft was leveled off between 16;000 and 17;000 FT. The check list for window damage was used. ATC was notified of the problem and a lower altitude and vectors to [departure airport] were requested. When considering the structural integrity of the window may be compromised; an emergency was declared with ATC. Maintenance and Operations were notified of the return. The flight attendants and passengers were notified. Dispatch acknowledged the return with an ACARS message. An overweight landing of 136;800 LBS was made and noted in the logbook write up. The window damage appears to be from stress as no bird strike was suspected.




Synopsis: B737-700 Captain reported failure of Captain's L1 window in climb. An emergency was declared and the flight returned to departure airport.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Thrust Reverser Control
Component problem: Improperly Operated
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: Communication Breakdown; Situational Awareness
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
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: FO (First Officer) was PF (Pilot Flying) and landed in TDZ (Touch Down Zone) on ZZZ Runway XX. After the '60' kts. callout during deceleration I came on to the controls with him and called 'my aircraft' (40-50 kts.). I did not recognize that the engines were in Idle Reverse; and after clearing the runway; I brought the aircraft to a stop awaiting taxi instructions from Ground Control. Once stopped we started getting light smoke in the cockpit and cabin (as notified by flight attendants). It was at this time that we realized the engines were still in Idle Reverse. I immediately pushed the power levers into Idle Forward Thrust and the smoke dissipated in a few seconds. I made an announcement reassuring the passengers as we taxied without incident. I was focused on making high speed taxiway with smooth but moderate deceleration and failed to realize the engines were still in Reverse Idle. My attention at the time was outside the aircraft. I normally give the power levers a quick push/pull to make sure they are out of reverse. I wish I could give a reason why I did not do it on this occasion. Some sort of 'Stabilized Forward Thrust' callout would definitely have helped.




Synopsis: A319 Captain reported not bringing engines to forward thrust after using reverse thrust on landing.
Date: 201203
Local time of day: 1201-1800
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
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD; Ground Event / Encounter Person / Animal / Bird
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were at the gate with the parking brake set waiting for the GPU to be plugged in with engine 1 running. There was a short delay of about 90 seconds shutting down the engine while we tried to get the aircraft to accept the GPU power. At some point between setting the brake and engine shut down a ramp worker moved in front of the running engine and was nearly sucked in. His hearing protection headphones were sucked from his head and ingested into the engine; causing damage to the fan. We were unaware this had happened until another ramp worker came into the cockpit during deplaning and told us. There was also evidence at the rear of the engine that parts of the headphones were ingested into the core of the engine. Parts of the headphones were ejected approximately 75 FT behind the engine. I feel that the best way to prevent this from happening again is with training and selection of the ramp workers. There is really no excuse for someone to be on the ramp who does not know to stay away from running engines. The bad GPU did force us to keep the engine running longer than normal; and did drop offline after shutdown.


Second narrative: [Narrative 2 has no additional information.]


Synopsis: An ERJ-170 flight crew reported that while they were at the gate with an engine running a ramper walked so close to the engine that his ear muffs were ingested into the engine; causing fan damage.