elihoole/asrs-aviation-reports huggingface dataset:
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Other Pushback
Result: General None Reported / Taken
Contributing factors: Airport; Procedure; Manuals; Human Factors; Company Policy
Primary problem: Manuals

Narrative: We were departing ZZZ from gate XX. The 10-7 page specifies that we do not have to call for a push clearance. The push crew pushed us onto Taxiway C; an active taxiway. The Captain noticed we were on the active taxiway without a clearance from ground. Ground did not say anything to us and we continued the flight without any further incident.The 10-7 page does not show we use gate XX or that any potential exist for a pushback into the active. In this case; there was no disruption to normal traffic flow. The 10-7 page might need to be altered if the normal procedure is to push aircraft onto Taxiway C. In the future; any push from a gate not shown as our normal gate on the 10-7 page needs to be monitored more closely to ensure we have proper clearance.


Second narrative: [The report narrative contained no additional information.]


Synopsis: When their 10-7 airport page indicated no Ground Control clearance was required for pushback at this airport the CRJ flight crew pushed back without obtaining one and discovered they were on an active taxiway.  Further review determined that their gate for this flight was not covered by the general statement with respect to push backs.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying heading 355 northbound towards the bay at 1100 feet; picking up the ATIS that was at that time information GOLF (G). Shortly after correcting the altimeter setting [while] listening [to] the ATIS; [I was] cruising at 2350 RPM with the mixture full rich position; the engine quit with a COMPLETE loss of power and the propeller at 1800 RPM with a complete engine silence. The nose of the aircraft was pitching down between five and ten degrees and my immediate action was [to] turn off in the audio panel COMM 2 (ATIS). COMM 1 was already [on] ZZZ Tower. During the engine silence; I said 'TOWER; Aircraft X MAYDAY MAYDAY MAYDAY' with my left hand on the [push to talk] and the right hand changing the fuel tank selector to right from both and mixture back 40 percent throttle full open.The event took place in the southern side of a hospital at 9 o'clock; the [highway had] plenty of cars both ways; and at 3 o'clock [there was a hotel]. After the mayday call; ZZZ Tower called me back; and I had a lazy engine response at 950 feet altimeter indication and 90 of indicated airspeed. With the mixture back 40 percent; my full power setting was 2300 RPM when normally [it] is 2500. [The] aircraft was climbing slowly to 1500 feet to be in a safer altitude in case of another similar event. I was cleared to land Runway XX straight in and the engine tried to quit two times during the approach in long final and in short final.Next day I spoke to the technician and he told me in the phone call that he changed spark plugs and there was a carb heat wire malfunction and I understood that an intake tube was melted and it was changed.




Synopsis: Cessna 172 pilot reported a loss of engine power in flight.
Date: 202003
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After demo while getting seated in jump seat; cabin began to fill will unusual and extreme exhaust. I called the pilots to ask if they could do anything right away 'assuming' either they were not keeping the appropriate distance from the aircraft in front of them and or they did not have the proper fan/ventilation system on or an adjustment was needed. I told them it was really bad. Assuming if I called right away it would get adjusted and corrected. Assuming it was not mechanical related.We had to get de iced and took a 'while' to taxi and wait in line for our turn. It got so bad I was almost to a breaking point where I was going to need oxygen; I was dizzy. Felt light headed. The other crewmembers upfront also had to call because they were symptomatic. If this was not a mechanical issue which if it were it will continue for the remainder of the day I implore you to look at airport taxing footage to see if the proper distance was given. Something was not right. The pilot stated that they did not have any exhaust in the cockpit. And how can the pilots adjust or correct something if they have separate air. Or maybe they don't care because they are not exposed to the same air. This issue has to stop. The cause needs to be addressed. Harm is being done to passengers and crew. After take off it took a solid 30 minutes and multiple calls to clear the cabin due to the heavy saturated toxic air.Preventative Measures: Enforcing ground spacing at all locations and spacing rules being complied with not only with pilots but air/ground control while jockeying planes on tarmac take off. No exceptions. Ensure pilots have the proper ventilation and fans on during taxi and know how to use them to prevent this. And to know how to quickly correct it vs. fumigation of passengers and crew until 30min into cruise.




Synopsis: Flight Attendant reported a fumes event during taxi that dissipated after takeoff.
Date: 202110
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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 Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This event occurred while parked at gate XX in ZZZZ before blocking out. The L1 aircraft door was never closed during this event. Aircraft X arrived in ZZZZ with a write up from the previous leg. The turning inflight #1 [Flight Attendant] informed me of a loud air noise coming from the main cabin floor mid cabin approx row 13 ABC on aircraft left. I mentioned this to station maintenance. I did not make a logbook entry at this time because maintenance had the logbook. Maintenance added MEL XX-XX-XB for the logbook write up. The APU was running with the APU bleed ON. Maintenance turned off the packs and left APU running and APU bleed ON while investigating the air noise. When Maintenance brought the signed off logbook back to the aircraft they told me the air noise in the cabin went away. When ground ops pulled the ground air we turned the packs back on. They had been off for approx 30 mins with the APU on and APU bleed on. [Flight Attendant] informed me that the loud air sound was still present after we turned the packs back on. We called maintenance back to the aircraft. Maintenance did not give a good explanation for the abnormally loud air noise from the floor of the mid-cabin and agreed that it was an abnormally loud air noise so I made a logbook write up for the noise. I also noticed a strong dirty socks odor shortly after we turned the packs back on. The First Officer stated that he did not smell it but all inflight told me it was a strong odor which was throughout the aircraft but stronger near mid cabin. I told maintenance about the dirty socks odor after I handed them the logbook but didn't write it in the logbook because they already had the logbook. Maintenance then took the aircraft out of service. I didn't remember to run the cockpit/ cabin odor recognition and isolation guidance procedure.




Synopsis: Air Carrier Captain reported a fume event during preflight at departure gate. Reporter requested maintenance resulting in the aircraft being removed from service.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Military Trainer
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Military
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Workload; Training / Qualification; Distraction; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Manuals; Chart Or Publication
Primary problem: Human Factors

Narrative: Conducting a military training flight. Flew 2 ILS Approaches and executed published missed to hold at a fix at 10;300 feet and set up for a different approach. I initially requested a procedure turn; but then realized our position did not make sense and amended the request for a straight in approach. Aircraft was VMC. Once cleared for approach we left 10;300 feet for crossing altitude of 8;100 feet. Due to task saturation and change of request for approach clearance the pilots did not see the NoPT altitude of 8;700 feet until 16 DME and mistakenly descended to 8;100 feet 6 miles early. Upon notification by Approach of a low altitude alert; aircrew immediately waved off; re-established in holding and copied the phone number and coordinated clearance back to our point of origin. The aircrew verified our publications were up to date and re-established good CRM with the aircraft in a safe position.




Synopsis: A pilot practicing approaches reported executing a go-around after the flight crew descended below a crossing restriction and received a low altitude alert from ATC.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Became Reoriented; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out; the front canopy opened shortly after takeoff. An audible chime was emitted by the intercom system; and an alert was displayed on the G1000 annunciation panel. I attempted to close the canopy; asking my passenger to push down on her side of the canopy while I did the same. Attempts to re-latch the canopy failed. I advised ATC that I needed to return immediately.After rolling out; I opened the canopy to discover that the pilot side canopy operating rod (Diamond part number DS-GWS5-470-C) had sheared off just 1/8 of an inch from the locking bolt (Diamond part number DA4-5210-73-00). The locking bolt and a portion of the operating rod had jammed sideways in the pin guide block; which I believe made it impossible to close the canopy in flight.




Synopsis: DA40 pilot reported the front canopy opened shortly after takeoff and could not be relatched. It was discovered that the pilot side canopy operating rod had sheared off just 1/8 of an inch from the locking bolt jamming the canopy in the unlatched position.
Date: 201707
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: Stratotanker 135
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Refueling
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Second aircraft: Stratofortress (B-52)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working the aircraft on AR101 north on sector 44. Aircraft X stated that Aircraft Y wanted to split from the flight and proceed via flight plan in 10 minutes. My supervisor was working R28 and as he was a tower controller and had very limited hours in the enroute environment. I felt it would have put him under to have to issue the clearance. So I pointed the aircraft out to him and told him I would take care of it. I gave Aircraft X a code to give Aircraft Y and told him to have Aircraft Y to report on my frequency. Aircraft Y reported on frequency and I radar identified him and cleared him via his request and told him to maintain FL240. Once the aircraft were separated I terminated Military Authority Assumes Responsibility for Separation of Aircraft (MARSA). We have done it this way before and I have trained numerous developmentals this procedure for over 20 years. I don't know if or when the rules were changed but we have never been briefed of this change and it is my understanding that there are different rules for refueling break ups and formation flight break ups. I don't know why they would be different.Make the rules the way they were. No matter what instructions we give they have to maintain MARSA until terminated by the controller.




Synopsis: ZME Center controller reported confusion in regard to the authorized method to separate a military refueling flight.
Date: 201503
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower PHX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just as the 100 knot call was made the aircraft swerved to the left.  Attempted to bring aircraft back to centerline using right rudder; but aircraft continued left.  Reject was announced and maneuver completed.  Rejected Takeoff (RTO) engaged and was released manually 3-4 seconds later.  Max speed 110.  Advised tower and we cleared the runway.  Advised flight attendants to remain seated.  After talking with station maintenance and Maintenance Control we taxied back to the gate.


Second narrative: We began a normal takeoff roll. Thrust was verified set on both engines. When I moved my scan to the airspeed indicator to make the 100 knot call; the airplane yawed left; the captain called an aborted takeoff and began the Rejected Takeoff (RTO) maneuver. The airplane accelerated for another moment and I estimate the airplane reached 105-110 knots. I made calls to the passengers to remain seated and informed ATC. No Airport Rescue and Fire Fighting (ARFF) assistance was requested. We ran the rejected checklist and then discussed whether inspection was needed. After maintenance coordination we returned to the gate. Several tests and checks were run on engines flight controls and brakes and yielded no result. We were asked to perform a high speed taxi test. We coordinated with the Duty Manager who advised we were not authorized to do this type of taxi test. The flight was canceled and crew sent to rest.


Synopsis: A B737 flight crew experiences a sudden yaw at 100 knots during takeoff. The takeoff is rejected. Maintenance can find no apparent reason for the swerve and the flight is canceled.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
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 Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started the right engine when we were number 4 for takeoff. It was the First Officer's leg and the initial takeoff was normal. After gear retraction and approximately 800 FT AGL I heard a thump and then a couple seconds later another thump. I determined it was the right engine after scanning the engine instruments; took control of the aircraft; and pulled the right engine to idle. I declared an emergency with Departure and requested vectors to the active runway. I also gave the Lead Flight Attendant a complete briefing. The First Officer ran the QRH Engine Compressor Stall procedure and we continued to landing with the right engine in idle. The approach and landing were uneventful at a gross weight of just under 104;000 LBS (just lucky I guess).After landing we were met by CFR who inspected the aircraft and right engine. We then continued to the gate uneventfully with a fire vehicle in tow. I guess Maintenance will have to figure out what went wrong.


Second narrative: [No additional information was provided in the secondary narrative.]


Synopsis: A B717 declared and emergency and returned to their takeoff airport following repeated compressor stalls from the right engine.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Less Severe; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Maintenance
When detected: Other Storage
Result: General None Reported / Taken
Contributing factors: Procedure; Equipment / Tooling; Company Policy
Primary problem: Procedure

Narrative: ZZZ Hangar has aircraft engines not located in a shop or a controlled environment. These engines are susceptible to strikes and damage and may go unreported. The location of the engines are in Bay X the should never be left in this condition (Company) needs better control measures. 3 engines and even more in other areas.Create a secure engine staging area or preferably a closed and locked shop to prevent any tampering or incorrect robbing of any undocumented parts.




Synopsis: Technician reported engines stored in hangar are not secured or protected from damage or FOD.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was in the forward galley; B just finished with a cabin check and came to the forward galley. We both heard a loud boom that rocked the aircraft. I; the A; told the B that we just lost an engine; so I secured my galley and we waited for the Captain to call. It took about 5 minutes for the flight deck to call us. The flight decksaid they shut down one engine and declared an emergency landing but they did not know which airport at that time. They would call me back. I got my emergency land card out and went to the back galley to have B make the diversion announcement. We all went to the forward galley. The flight deck did call us back and [told] us that we did lose an engine and we would divert to ZZZ and would do a precautionary landing; and be on the ground in 20 minutes. I then made the full announcement to the passengers and we did a full cabin check then a crew emergency briefing.




Synopsis: A319 lead Flight Attendant reports a loud boom in cruise flight which she interprets as an engine failure. This is later confirmed by the flight crew and the flight diverts to a suitable alternate.