elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the Marlinton Sector; weather was in the North part of the sector causing aircraft to deviate South off the arrival routes. I was told that IAD; DCA and BWI arrivals were not getting in on the routes through my sector. Because the aircraft were deviating; it was difficult to find holding and management did nothing to find alternate routes. I had 3 landing DCA; 2 landing BWI and 2 landing IAD and 16 plus Data Blocks on the scope. I was told that the sector to the Southeast; MOL; would take the IAD arrivals. I cleared the aircraft on a heading for MOL VORTAC. I was expecting the route to be told to me or entered in the computer; so it could be issued and a hand off to the MOL Sector could be accomplished. Neither happened and an E145 entered MOL sector without a hand off; I don't know for sure if the aircraft had been PVD'd to the MOL Sector or not. At this point I was told that the MOL Sector would not work the aircraft. When weather is significantly affecting the area; do not leave one supervisor in charge. The supervisor in charge during this event was very inexperienced and did not know where to get the help we needed. Supervisors need to know how traffic affects the area; in this instance aircraft being shortcut from New York Center area should have been stopped. Coordination with other areas to find alternate routes should have been accomplished. Until Washington Center stops hiring supervisors with little to no Center experience this problem will continue; this Center cannot be used as a stepping stone for someone's road to headquarters. Should be more training on L-Side functions; we don't use them very often but when they are needed the person needs to be proficient.




Synopsis: ZDC Controller described a complex and heavy traffic period that resulted in an airspace infraction; noting the absence of experienced supervision which contributed to the issues at hand.
Date: 201302
Local time of day: 1801-2400
Location: HOU.Airport, TX
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B HOU
ATC / advisory: TRACON I90
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent we received a fire indication on the right engine (Bells; Lights) when passing 7;000 FT MSL. We had already been cleared to XXX intersection for the ILS and the runway was in sight. I called for the Engine Fire Checklist which the First Officer performed while I continued to hand fly the approach. We declared an emergency and the fire trucks were scrambled. The right engine was shut down according to the QRH and I made an uneventful single engine landing. After landing; the emergency crews inspected the aircraft and saw no indication of fire; so we were cleared to taxi to the gate. This was a ferry flight with no passengers and just one intern observing.




Synopsis: Crew received a right engine fire warning during initial approach.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On my return trip from ZZZ1 while cruising at 3;500 ft MSL approximately 10 Miles north of ZZZ.I was calling to ask for permission to cross their airspace; (although only 3;400 [feet] ceiling). During my communication; my engine starting running rough; and I had a slight loss of power.I told Tower what was happening and that I may need to land; I tried to gain altitude but did not have enough power to do so. Once I knew I had the airport 'made' under a no power situation; I tried troubleshooting with changing fuel tanks; trying carburetor heat; and changing mixture. Nothing changed the power I was getting. I still was getting 2000 RPM; which was enough to maintain my altitude.After the brief troubleshooting I informed ZZZ Tower that I did want to land Runway 10. The employees in the tower were extremely helpful; and their professionalism kept me calm. I turned for a one mile final and dropped in for the landing. The landing went very smooth; and the plane had enough power to taxi to FBO.This morning I contact mechanics on site; they towed my plane to their shop and discovered 'I Lost a Valve'. They are backed up a few weeks; but I will get more information from then soon.




Synopsis: Piper Cherokee pilot reported precautionary landing due to engine malfunctioning.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Prior to departure; Maintenance was working a Fire Loop issue on engine #4. They changed Loop B and subsequently deferred Loop A. All tests passed prior to departure. Engine start; taxi; takeoff and initial climb out to 4;000 FT were normal.About 5 minutes into the flight; after being cleared to climb to 16;000 FT; we got a Master Warning Light and alarm bell; with a Fire Eng 4 EICAS message and fire light in the #4 Fuel Control Switch and #4 Fire Handle. Per company QRH procedures; I reduced the #4 Thrust Lever to Close; directed the Fire Engine Checklist; and coordinated with ARTCC for level off at 10;000 FT.With the Fire Engine 4 message still indicated I directed activation of the Fire Bottle. After 30 seconds the message was still displayed; and I directed firing the other Fire Bottle for #4. The Fire Eng message remained displayed and I began to consider an emergency return for an overweight landing. After approximately 3-4 minutes; the Fire Eng message was no longer displayed; and I had the engine visually scanned both from the FO window and from the main deck windows. No abnormal indications were noted by visual inspection; and there were no indications of fire on any indicators. I elected to jettison fuel and make a 3-engine approach and landing. We declared an emergency; jettisoned the fuel; and accomplished the landing on runway 26R at our departure airport. Emergency equipment met us on arrival and their inspection revealed no apparent damage to the engine. We taxied to the gate and deplaned.




Synopsis: A number four engine fire warning during initial climb; later determined to have been false; led the B747-400 flight crew to shut down the engine; discharge both fire bottles; declare an emergency; dump fuel and land uneventfully back at their departure airport.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Pitts S-2 All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taxiing my Pitts around to get used to taxiing fast; it has been [X] months since I flew it. So I was taxiing fast to get used to the quick responsiveness of the rudder. Upon one of the simulated takeoffs the canopy must have not been locked fully and came open; as I reached for the canopy I pushed foreward on the elevator pushing the tail up and striking the prop on the ground to which the plane came to rest nose down. I turned off all switches and got out of the aircraft. I removed airplane from the runway and parked it back in my hangar.




Synopsis: Aviat Pitts S2A Single Pilot reported a prop strike during taxi practice.
Date: 201907
Light: Daylight
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Door Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification; Fatigue; Confusion; Troubleshooting; Time Pressure
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Maintenance; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [Crew] called [Maintenance] to help the Gate Agent close the door. I got to door 2L and the Gate Agent said the Pilot had a door indication problem. So I closed the door 2L from the inside and went to the cockpit to check for the indication and get a briefing from the crew. The Pilot Captain said a door entry light on the overhead panel was on. I confirmed the light was on. I made a log write up for that. I thought that if we cycled the doors real quick it would possibly clear itself. I then proceeded to cycle door 1L as my partner cycled 1R. We thought that the caterers might have not closed the door all the way that's why we tried starting from doors 1. I wanted to cycle door 1L as a precaution. I first cycled the arm/disarm lever twice. Once I proceeded to open the door it felt difficult to open so I pushed on the door with my left hand lifted the handle with my right. Then the slide deployed. I went to let the pilots know what happened and was then told door 2L indication had an issue on EICAS. I was rushing due to the plane being boarded and ready to push back. Since I was just opening and closing the doors I didn't use a checklist. I worked swing shift the night before. I got about 5 hours of sleep the night before.


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


Synopsis: Maintenance Technician reported while checking door operation on an aircraft inadvertently deployed the emergency slide.
Date: 201307
Local time of day: 1801-2400
Location: DFW.Airport, TX
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp DFW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi-out [in DFW] I had to stop the aircraft quickly due to a 9 passenger van driving on the ramp. The van was outside the painted roadway on the ramp; heading south and a possible obstruction to my taxi. When I brought the aircraft to a quick stop all three flight attendants were in the aircraft galleys and received injuries from moving carts or being thrown off balance and into the galley structure. Ramp was notified on the behavior of the van and flight attendant possible injuries.




Synopsis: B737-800 Captain reported coming to an abrupt stop on the taxiway at DFW to avoid collision with a large passenger van; three flight attendants were injured as a result.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: I received the before landing chime. I proceeded to make my announcement and walk through the cabin doing my final compliance check. I got back to the galley just as we started experiencing light turbulence. Nothing out of the norm. I was cleaning up my last couple service items in the galley when we experienced 1 major drop. I was thrown into the galley counter where I hit my head; arm and leg. The flight was turbulent the rest of the way. I went through the cabin to make sure all passengers were okay. My Captain also called to make sure everyone was okay. I told him I hit my head; but other than that I believed everyone was okay. Then took my jumpseat for the remainder of the flight.During the deplaning process I was informed by 2 passengers that they too hit their heads on the overhead bins. I asked them to stay on the airplane until we were finished deplaning. I notified my Captain that we had 2 passengers who may have been injured. He came out of the flight deck to speak with the passengers and had the agent come to the airplane. At this point I walked to the back of the airplane and sat down as my head was hurting really bad. My Captain took care of the passengers. One of which denied treatment and the other really just wanted to know if the airline was liable if her husband suffered any injuries. It was later brought to my attention that he was taken to the hospital once inside the terminal.My Captain then asked if I was okay I responded with yes my head just hurts give me a minute. He told me he was writing up the airplane and that maintenance would have to come inspect it. He then went into the terminal. A few mins later I walked into the terminal to use the bathroom; I then decided to seek medical attention as the pain was increasing and my vision was blurring in and out. I was taken to the hospital and treated for a head injury and some bruises.I don't believe there is much that could have prevented this incident as we were all just doing our jobs. Unexpected turbulence is just that.




Synopsis: Dash 8 Flight Attendant reported experiencing head injury symptoms after a turbulence incident.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When we arrived in ZZZ; we called maintenance to check a right Inertial Reference System (IRS) deviation. They came out and checked it and told us not to mess with any settings on the FMS or realignment until they were done. There was poor communication with maintenance as to how long this would take. The Passengers were boarding. It took almost an hour before we could hop in the flight deck to perform the setup for the next flight. I was definitely rushed and was focused on getting the FMS set up. I got the clearance and read it; but didn't look at the departure in the EFB. When we were ready to push; the fueler was pulling the hose to the aircraft and we had to wait for the Ramp Agents to tell him this was the wrong aircraft. There were people standing up in the aisle and we had to wait for them to sit. We taxied out to [the runway] and as we neared the runway; I realized I didn't know if we were on a heading or LNAV for this departure; so I looked in the EFB as we were taking the runway.We took off and after the heading was selected; we were switched to Departure. I had to bring up the ATC clearance to remember if we were to climb via or not; and then I talked to Departure. I either missed hearing the flaps up call; or the Pilot Flying (PF) didn't make the call and we kept climbing with the flaps not up. We both noticed a vibration and noise and thought it could be the fuel door left open; because that had just happened on a previous flight a few days before. We caught the mistake at FL 330.[Suggestion] SLOW DOWN!! All of the everyday distractions are easy to take care of if we are not rushed. I need to make sure I understand and read through the departure before we leave the gate. It's easy to get caught up in the scheduling crunch; but I should just say; SLOW DOWN


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


Synopsis: B737 flight crew reported that being unable to climb beyond FL330 because the flaps were not completely up.
Date: 201601
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After approximately 30 minutes in cruise at FL391; No 2 RTU showed signs of intermittent transmit rendering VHF unserviceable for transmit and receive. Initially intermittent but deteriorated as flight continued. Communications switched to No 1 RTU. Shortly afterwards No 1 RTU showed same symptoms. For rest of the flight the symptoms occurred concurrently with very intermittent radio communications. Shortly after VHF transmit indication problems EICAS showed FDR FAIL status message. The message cleared for a short while then reappeared. Continued intermittently for duration of flight. CB reset did not clear the message. Shortly after FDR message the GROUND AIRBRAKES advisory message came on EICAS followed by FLIGHT AIRBRAKES advisory message. Unable to clear after CB reset. This was followed by SLAT/FLAP MAINTENANCE status message. In each instance QRH abnormals were consulted and followed. Nil messages able to be cleared. Even with radio transmission problems; sufficient ATC clearance able to be copied to commence descent and obtain landing runway. Further into the approach no radio contact possible; 7600 selected on transponder and continued approach as per last clearance. On final approach temporary radio communications resulted in allocation of new transponder code and landing clearance obtained. Utilized Follow Me car to locate parking bay. Due SLAT/FLAP MAINTENANCE Status message a NO SLAT/NO FLAP approach and landing carried out as per QRH.




Synopsis: G200 Captain reported intermittent loss of VHF transmit and receive capability along with EICAS indications of flight data recorder; ground/flight airbrakes; and slat/flap failures. Sufficient communication was established for approach and landing clearance to a successful no slat/flap landing.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Stall Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The First Officer was not yet at airplane; so I accomplished the origination preflight. During the preflight; we were also dealing with several maintenance issues; including a broken VSI indicator and 2 of 4 brake wear indicators that were at or below the limits. During the Stall Warning test; I observed the aural warning and both Push to Inhibit Switches illuminate; but with the distractions of the other issues; I didn't notice that the Captain's white switch cover with the words 'Stick Shaker Push to Inhibit' printed on it was missing. It wasn't until after level off that I noticed the yellow cover showing [which should have been] behind the missing white cover. The switch still operated; just the cover was missing. I entered the discrepancy in the logbook and the switch was replaced at our destination.


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


Synopsis: While distracted by unassociated maintenance considerations during his preflight; the Captain of an MD-83 failed to notice a missing switch cover until at cruise.