elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Flight plan: IFR
Aircraft component: Fuel Drain
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On arrival and passenger disembarkement I started the APU to prepare for the next flight. With a reported temperature of -17C; I decided to utilize the heating capabilities of the APU and turned the bleed air on in accordance with the normal checklist. Fairly quickly; Jet Fuel fume smells developed throughout the cabin. The APU bleed air switch was turned off shortly thereafter. Upon APU and aircraft shutdown; I heard a streaming faucet sound from the rear of the aircraft -- it was after dark and the aircraft was 'dark'. Upon further inspection; I found Jet Fuel streaming out of a fuselage drain mast -- centerline immediately aft of the 'hell hole' door.I immediately informed and showed the PIC the fuel leak. We informed FBO personal as soon as possible of the leak. We queried them whether advising the fire department or the airport authority was necessary; we were informed that no report was necessary. The PIC promptly called maintenance control to report and document the discrepancy; and I called the chief pilot on duty [who] did not indicate any other actions were needed from us.In the future; I will immediately shutdown the aircraft upon Jet Fuel fume smell being present in the cabin; and let maintenance determine what led to said fumes.




Synopsis: After blocking their CE560XL in on a bitterly cold through flight the SIC started the APU to heat the aircraft in preparation for the subsequent trip.  He quickly sensed fuel fumes and; after shutting down the aircraft; heard a running faucet sound that led him to inspect the fuel drain from which he discovered jet fuel rapidly exhausting. They called Maintenance and a company Chief Pilot.
Date: 201308
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We had been instructed to taxi into position and wait on [Runway] 14L. We knew that this runway intersected Runway 22R and the airport was conducting arrivals to [Runway] 22R. We were cleared for takeoff and instructed don't delay so I advanced the throttles to spool the engines and waited for them to come up on power. We started rolling down [Runway] 14L and were approaching V1 when we heard the Tower tell an Airbus to go around. While we rolled through the intersection of the two runways I caught a glimpse of the Airbus at what appeared to be within 500 to 600 FT to our left and at approximately 150 FT above the ground; starting a go around. We reached V2 and rotated which per Tower's instruction would require a left turn to 120 heading. We discussed quickly how close that was to the Airbus. Once we reached 10;000 we again discussed just how close we came to the Airbus and we both discussed the departure instructions and had we failed or did anything correctly. As far as we know we complied with all instructions; we had informed Tower that we required full length [Runway] 14L due to weight and performance limitations. The airport was also operating [Runway] 14L takeoffs from intersection U2 but we were incapable of takeoff from that intersection. At the gate I did include in my departure brief that dispatch had asked me to call and discuss weather and departure procedures with them. Dispatch had called and requested that we be allowed full length for this runway and advised me of other than normal departure procedures and runway for the day. I have been involved in many intersection takeoffs and arrivals; but this is the closest I have ever come to another aircraft during intersection operations.




Synopsis: B737-800 Captain departing Runway 14L at ORD reports a conflict with an Airbus landing Runway 22R. The Airbus is sent around by the Tower.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot flying on this flight. Before departing an electrical smell was noted in the cabin by the FA (Flight Attendant) and CA (Check Airmen). Maintenance searched for the source and could not duplicate it. Enroute; the cockpit PA /CALL/ EMER lights illuminated simultaneously on the PA module. We had no communication with the cabin at that point due to the PA system malfunction. Moments later the FA knocked on the flight deck door to inform us that the smell returned. We were at 9000 ft. The CA and I decided to land at [the nearest suitable airport]. The landing was normal.




Synopsis: Air carrier First Officer reported an electrical fumes in the cabin prior to departure which Maintenance could not locate and dissipated on their own. Enroute the fumes returned and the flight diverted.
Date: 201909
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just prior to Top of Descent; I noticed on the top center left area of window L1; a bright glowing light that intensified into arcing and would appear to emit a flame or spark. I asked the First Officer to get the fire extinguisher ready and I donned my oxygen mask. Shortly thereafter; the window popped and shattered. I called for the window overheat QRH and [advised ATC]. After the situation stabilized; we advised ATC that no assistance was required and briefed the Flight Attendants; Dispatch; and Airport Operations.


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


Synopsis: B737 flight crew reported a flight deck window failed; resulting in a diversion.
Date: 201604
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: Mixed
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B SLC
ATC / advisory: Tower SLC
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Airport

Narrative: I was flying the LDA 35 approach to Runway 35; descending via the approach profile and tracking the localizer. At WEEEL (after the FAF) I disconnected the autopilot to hand fly the last part of the approach. I lined up with the runway and continued descending and changed to Tower. I was cleared to land Runway 35. Shortly after; I was called by Tower and told I was lined up with the wrong runway; Runway 34R. I immediately side-stepped; and landed on the correct runway; Runway 35.Today I re-flew the approach; with an instructor. He noted how hard it is to identify Runway 35; even when close on the approach. Runway 34R looks like it would be correct. We took some photos during the approach to further study the way the runways look. From now on I will stay on the localizer until minimums.




Synopsis: A pilot flying the SLC LDA/DME Runway 35 Approach lined up on Runway 34R after transitioning to a visual approach. ATC called him about his error and he realized the difficulty of visually distinguishing Runways 35 from 34R.
Date: 201712
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: Tower LAS
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were cleared by Approach for a Visual Approach and instructed to maintain heading 270 and 3500 ft until intercepting final. We switched to Tower and were informed of a helicopter 1000 ft right below us. We did not have visual contact. Tower instructed us to expedite our turn to final ('start your turn now direct to the numbers'). When intercepting final; leaving 3500 ft as instructed; we had a RA without previous TA. The traffic that was 1000 ft below; was now 400 ft below. We leveled off responding to the RA; maintained 3500 ft until clear of conflict and continued the approach.




Synopsis: A320 Captain reported a TCAS RA while turning final on a visual approach to Runway 19R LAS.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: After [working] on Aircraft X; returned to shop to research history on item. Upon return to aircraft ramp had removed the crew stairs from Gate X to Gate Y for next inbound flight. After arrival of inbound Flight ABB Gate Y; could not return to Flight CBBD; Gate X; until crew stairs were returned.Need to have 2 crew stairs so AMT is not split between gates. Normal staffing is 2 AMT's for shift; but one AMT was out sick with COVID-19. Operations could have allowed more ground time by tail swapping aircraft.




Synopsis: Technician reported not having enough air stairs and having to wait to accomplish a task.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Snow; Turbulence; Fog; 1
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Crossing Restriction Not Met; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Automation Aircraft Terrain Warning; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was PM; Pilot Monitoring; on RNAV GPS Runway XX at ZZZ. We were radar vectored to intercept final just outside of [the] fix at 4;200 feet. Autopilot was connected and indicated ALT hold and NAV. As autopilot intercepted final approach course; PF (Pilot Flying) called for 'Gear Down; Landing Checklist.' As I was reading and referring to checklist; Approach Control said 'I told you to cross [the fix] at 4;200; Climb Immediately.' I immediately checked the altimeter; and we were rapidly descending through 3200 feet. Concurrent with this; the GPWS warning activated 'TERRAIN; TERRAIN; PULL UP!' I commanded the PF to execute terrain avoidance. He disconnected the autopilot to initiate the escape.As he pulled the yoke back; he stated it was taking full back pressure and he was unable to trim the aircraft. His effort would only bring the nose to about 10 degree above the horizon. I reached down to the center console to use the standby trim system. I noticed the red main trim warning light was already indicating primary trim [and] had disconnected. Used standby trim to execute escape maneuver and get control of aircraft. I advised Approach we had runaway trim; and he vectored us for another RNAV GPS Runway XX. We landed without further incident. I wrote up the aircraft on landing for nose down runaway trim and maintenance was performed. As to the cause; I can only guess that moderate turbulence; heavy snow; moderate icing; correcting back to course for 50 knot cross wind at altitude; and gear coming down; overloaded the autopilot and/or trim computer.




Synopsis: G200 Captain reported a runaway trim at low altitude resulted in GPWS terrain alert and marginal controllability.
Date: 201704
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: The Denver Center 'controller' climbed Aircraft Y from FL330 to FL350 at the ZMP/ZDV boundary. Aircraft X at FL350 was approximately 10 miles behind Aircraft Y and 50 knots faster! We didn't notice Aircraft X's airspeed until Denver handed him off to us and we had already flashed Aircraft Y through to ZKC. We called ZKC on the land line to alert them of the overtake and issued ZKC control. Immediately after ZKC had communications of Aircraft X they turned him 20 degrees to ensure separation.Apparently nothing can be done. This has gone on for 26+ years and we just have to learn to live with it. Management has turned a blind eye to it; over looked it; even snickered at it and found it amusing in the past. Nothing can be done until an accident occurs and lives are lost.




Synopsis: ZMP Controller reported receiving handoff of two in-trail aircraft at the same altitude with the trailing aircraft rapidly overtaking the first aircraft.
Date: 201501
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 24
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We were departing a small Bahamian airport when a light twin landed suffering some sort of gear malfunction. The malfunction resulted in a belly landing for the aircraft; an Aerostar I believe. The aircraft came to rest in a position leaving approx. 4000 FT of runway unobstructed. At the time of the belly landing we had only started the #2 engine and were sitting on the FBO ramp having not moved from our initial parked position. Once we were aware of the problem aircraft I began to deplane so I could offer assistance to the disabled aircraft not knowing their status. The Captain stopped me and told me to sit down; that we needed to leave to keep our schedule. I objected and the Captain told me that he was keeping our schedule. He proceeded to taxi and I had to stop him from blocking the path for an emergency vehicle. After the fire truck passed several airport officials; two of whom were in uniform; crossed their arms over their heads and attempted to stop the taxi. I brought this to the Captains attention and he did respond. He proceeded to start the #1 engine on the taxi roll disregarding any checklist. Multiple aircraft on the approach to the airport reported they were diverting because of the fouled runway; the Captain spoke to one of them via the Unicom frequency.As the Captain entered the runway I brought it to his attention that we needed 3600 FT of runway according to the performance data for the airplane to safely takeoff and I questioned the wisdom of taking off on approx. 4000 FT of runway with a disabled aircraft with passengers and emergency crews were still close proximity. The Captain turned around with about 25kt clearance to the fire truck and over my objection he initiated a takeoff. At no point did the Captain respond to any of my objections. Once we landed at our destination the Captain said we were fortunate to keep our schedule. We parted ways and I will not share a cockpit with him again.




Synopsis: A LR-24 First Officer reported his attempt to prevent the Captain's takeoff over a disabled aircraft; with rescue personnel attending; and only about 4000 FT of usable runway.
Date: 202111
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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)
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: As I approached the outside of the aircraft for the external pre-flight; I noticed the nose strut fully extended.  I am over 6 feet tall and was able to walk fully standing up from the front of the nose into the wheel well without ducking (fuselage was approximately an additional one foot above my head).  As I continued the pre-flight; the aircraft nose strut compressed and traveled approximately two feet down (same reference point on forward opening of the nose wheel that was above my head was now level with my nose).  If this had occurred as I was under the nose or inside the wheel well; the aircraft would have struck me in the head. I understand we do not use the tail stand for the MAX 8 due to its inability to tilt back on its tail during unloading/deplaning; but the excessive nose strut travel during the unloading process is a hazard to pre-flight Crews.




Synopsis: B737 MAX 8 First Officer reported noticing the nose strut was fully extended during pre-flight of the aircraft and then compressing back down traveling 'approximately' two feet.  The First Officer expressed concerns with possibly being struck while being under the aircraft as the nose compresses. Reporter suggested the use of tail stands should be implemented on all MAX 8 aircraft to prevent this from occurring.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flying a routine local VFR flight; was approaching the northeast corner of [an island] at 1300 ft when a Beechcraft Baron overtook us from the rear; appearing as if they had made a radical left turn to miss us as we were both heading southwest.




Synopsis: C-150 pilot reported near mid-air collision with other traffic.