elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 0001-0600
Location: EWN.Airport, NC
Light: Night
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Deicing
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: While de-icing in New Bern; NC the ground crew marshalls you into a dedicated de-icing area northeast of runway 22. Either the company or the airport has installed a giant 1000 watt halogen light AT GROUND LEVEL that blasts the flight crew with blinding light; so bad that you cannot even see the marshaller. This is a major safety issue in several ways........1) it kills all the appropriate chemicals in your eyes that provide you with proper night vision to safely conduct night operations; and 2) It is so blinding that you cannot see the marshaller's commands. When I communicated to the ground crew to turn off the light; so I could see the marshaller; they did do so. The bigger concern here is that the station has mandated that this light be on for de-icing purposes. This light poses a HUGE threat to safety due to poor planning; and use of it. If the intent is to light the area; it needs to be on a 20-40 FT pole elevated in the air; shining downwards; NOT at ground level destroying pilots' night vision; and blinding the crew during night operations. Improper facilities; Management or airport operations installing equipment without any pilot input on the matter. Told them to shut the light off..........but it is their local procedure to leave it on. Remove; or de-activate the light; or put it on a pole; elevated high in the air shining downward as it should be placed this way; not 10 FT directly in front of the cockpit shining directly into the pilots' eyes.




Synopsis: Air Carrier Captain describes an extremely bright light in the deice pad at EWN; that is placed near ground level and aimed directly at the cockpit. The light makes it impossible to see the Marshalls directions and destroys night vision.
Date: 201809
Local time of day: 0001-0600
Location: DEN.Airport, CO
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Contacted by Company Flight Operations regarding issues with an RNP Z 16R Approach. Due to ATC congestion; we received our requested RNP clearance close to and/or at IF point CLFFF. Although loaded in the CDU; our proximity to the IF caused an error in the computer execution of the approach. Recognizing the error and having my First Officer try to reload the approach; I attempted to fly the approach; in VFR conditions; using the magenta line and step down altitudes. Having all traffic in sight; I continued on the arc. Not wanting to put the aircraft in a position too close to an aircraft on Runway 16L; I began to tighten the arc; thus going inside the parameters between points JARBO and JETSN. With the runway in sight and cleared to land I intercepted final approach path and landed on Runway 16R while flying VFR. First of all; I should have recognized that when the approach parameters were not properly loaded in the computer at the time of IF (Initial Approach Fix) I should have notified ATC; requested vectors and shot a VFR approach. Secondly; we should have anticipated that the lack of approach clearance so close to the CLFFF would create compounding issues. Although ATC communications were congested; we should have notified ATC at the first indication of a problem instead of trying to fly the approach in a VFR manner. Lastly; and most importantly; I recognize that when cleared for an instrument approach; no matter if all conditions are VFR; I must comply with ALL instrument procedures to include altitude/airspeed and course parameters. Future flights will have those requirements at the top of my list.




Synopsis: B737-700 Captain reported a track deviation occurred on the RNP Z 16R Approach in DEN following an FMC error.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Light: Dusk
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I (First Officer) was flying pilot.  We had just turned base leg in clear VMC.  We were left at a substantially high altitude when assigned a heading to turn base leg.  I started a steeper than normal descent using the flight spoilers and a 250 knot descent speed and put the FAF crossing altitude (2;400 FT) into the altitude preselect.  Tower Controller asked us if we had the runway in sight.  The Captain replied that we had the runway in sight.  We were cleared for the visual approach.  While still on the base leg we descended through the MSA of 2;900 FT on the way to 2;400 FT.  Tower called us and instructed us to check our altitude and altimeter setting.  I could hear an audible alert in the background of the Tower transmission.  I felt they were getting uncomfortable with our altitude and initiated a climb back up to the MSA of 2;900 FT; retracting the spoilers and adding more thrust.  While concentrating on the airspeed/altitude parameters; I noticed we were about to pass through the extended runway centerline.  While performing the turn to final; we could see visually that we were slightly right (west) of course.  I corrected back to the centerline by the time we passed over the final approach fix and flew a normal stabilized approach to landing.  No tower communications were received by us after the initial altitude concern.  I do not believe there were any aircraft utilizing the adjacent runway during our approach.  I do not believe there were any separation concerns. I think this type of error could be mitigated by airlines choosing to pay their pilots a wage that allows them to not have the fate of their careers in the back of their mind at all times while trying to operate a safe flight operation; or bringing back the Holiday Ham certificate program.  Cheers.




Synopsis: CRJ First Officer reports descending below the MSA during a visual approach which is challenged by ATC and corrected by the reporter.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing; after ground spoiler deployment and simultaneous with thrust reversers selection; the airplane yawed hard to the left. We departed the left side of the runway and regained directional control. After directional control was reestablished; we brought the airplane back onto the runway. We exited the runway on the right side and taxied to our hangar.


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


Synopsis: As a G200's thrust reversers were selected after landing; the aircraft veered hard left and exited the runway. The crew regained control; returned to the runway; and taxied to the hangar.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Center ZZZ
Aircraft component: Propeller Blade
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: During the preflight inspection; I noticed substantial damage/delaminating of a propeller blade on the Number 2 engine. I then immediately notified the Captain of the damage. The Captain contacted company and Maintenance Control after inserting the discrepancy in the aircraft logbook. The previous evening we had taken over operation of this aircraft for the last two outbound legs of the day [snow country]. During that preflight inspection and the following post flight inspections I found no damage.




Synopsis: B1900D First Officer reports discovering propeller blade damage during preflight. The aircraft had been operated by the same crew the evening prior and no damage had been noted during preflight or post flight.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [On takeoff;] at approximately 800 FT; the right engine suffered an apparent compressor stall. There were three loud bangs from the engine; although the engine indications when noted were normal. The engine was not shut down; and ran fine the rest of flight. We stayed with Approach Controller; called operations; and asked them to tell the Dispatcher we were returning to [the departure airport.] We declared an emergency with ATC. Informed the passengers and flight attendants of our intent. Landed without further incident. Mechanics said there was no evidence of bird strike. Flight was cancelled.




Synopsis: The pilots of an A319 experienced an engine compressor stall for unknown reasons and successfully returned to the departure airport.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Nacelle Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Captain on the last leg of my initial OE. Upon arriving at the gate on May 25th; the gate agent informed us that we had no Passengers on board; due to delayed departure; Just 3 pilots and 5 flight attendants. I was the flying pilot. We had a Normal pushback; taxi; takeoff and climb. Approximately 200 miles West of Denver; leveled at FL400; we had a Status message L STRUT OV DET 1. We discussed it and completed the MX write up. About 5-10 mins later; we had Master Caution; EICAS and L engine OVHEAT light illuminated. We requested a descent to FL240 and Captain initiated the Non-normal checklist for L Engine Overheat. During this time; for stabilization I retarded the L throttle to see if we could get the overheat light to extinguish. It took almost idle power on the L throttle to get the light to extinguish.  At this stage we were in degraded engine condition and considered for diversion alternatives. Captain consulted with Dispatch. We decided on divert to ZZZ; as it was the nearest suitable airport in point of time. At that time we [advised] ATC and requested diversion to ZZZ. We completed all non-normal checklists; referenced the diversion guide; additionally; the Captain was a great resource for manually calculating landing performance evaluation; and to help us facilitate crew communications between the cockpit and the flight attendants. We continued with degraded thrust on the L engine to ZZZ and landed uneventfully.


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


Synopsis: B757 flight crew reported experiencing a left engine overheat warning. They reduced power to almost idle and diverted to the nearest suitable airport.
Date: 201811
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 15
Light: Dusk
Aircraft: Ultralight
Operator: Personal
Operating under: Part 103
Flight plan: None
Mission: Training
Flight phase: Descent
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The pilot is a recreational acrobatic paramotor pilot; he trains several times a week. He launches from his yard; which used to be a horse farm. The pilot flies up to 3;000 feet and turns off his motor to begin his acrobatic run. Per his standard procedure; he attempts to turn the motor back on just so he isn't surprised when he stops the acrobatic run at 1;000 feet and it doesn't turn back on. He has a few options with that much altitude; but his own yard is the best one. The construction site isn't graded yet and has knee jamming holes and mounds to deal with. The fields by the river are prone to being swampy and it's impossible to assess their condition up high. Other fields are very small when you consider that they are sliced into pieces by power lines. The power lines are tricky to see just before sunset. The pilots feels that making it to the preferred LZ [landing zone] is safe if the pilot flies over a subdivision (congestion). It's a 'maybe' if he adds to his distance by flying around houses. The pilot decides to glide over the houses to shorten his distance back to his safe LZ. The plan works; the pilot lands safely; no people or property were harmed.




Synopsis: Ultralight aircraft pilot reported their motor failed and they flew too low over a populated area while gliding to land.
Date: 201506
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
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 As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While assisting an aisle chair PAX to use the lavatory at 2L; PAX in row 30ABC notified FA [X] that they smelled fire and that the PAX in 30A saw a cloud of smoke discharge from the vent on the sidewall about 3 inches above the floor near his feet. FA [X] called me for assistance and a fire extinguisher. She determined that the area around the vent was warm. We both smelled the vent and detected an electrical/plastic burning smell. There was no other heat detected at the wall. We [repositioned] pass riding FA at 30A with a fire extinguisher to monitor the situation. PAXs were advised to unplug all personal electronic devices and monitor for fire as we were not 100% sure of the source of smell. I had [the deadheading] FA turn off the in-seat power supply. FA [Y] monitored the first class cabin and cockpit area while Purser monitored Economy galley and Aisle chair PAX; he also gave initial reports to Captain while I and FA [X] responded to situation. Captain told us we would divert to [nearest suitable airport] and land in 25 minutes. We secured the cabin; Purser had PAX review the safety card and brace positions. We landed safely and taxied to the gate. An inflight supervisor met the flight and briefly spoke to the purser. He did not speak to the rest of the crew. The lack of support from the supervisor was unacceptable based on what [FA X] and I had just gone thru being the first responders.




Synopsis: Air carrier Flight Attendant reported detecting smoke in the cabin coming from a sidewall vent. The flight diverted to the nearest suitable airport.
Date: 201212
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Air Carrier X checked on FL340 destination SMF. Flight plan read as expected MVA.SWR.Flunk3.SMF. Four minutes later; I observed the aircraft 10 miles South of MVA VOR. I inquired at got an unreadable response for which I replied with maintain present acknowledge with 'IDENT.' Pilot then clearly read back the present heading clearance. I then asked if pilot was aware they were approximately 10 mile off course to the South and if they were having any GPS issues. After a slight delay the pilot replied 'yes we are.' GPS jamming was taking place by [the Military]. If the pilot would have noticed they were off course before I did and corrected the course it would have caused aircraft to turn right approximately 30-40 degrees into opposite direction Eastbound FL325 climbing to FL350. Aircraft were laterally separated by approximately 7 miles. Not sure as to why GPS jamming was taking place but maybe it should only take place during mid shift operations.




Synopsis: ZOA Controller noted an enroute aircraft approximately ten miles off course potentially leading to a loss of separation. After questioning the pilot; Military GPS interference was identified as the causal factor.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Pax
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: FA (Flight Attendant) identified in flight that the aft lavatories O2 mask doors had the security seal improperly fixed. The seals could have prevented deployment of the O2 masks. The forward lavatory was MEL'd out of service. With approximately 45 minutes flight time; the Captain elected to leave only one aft lavatory open. FO (First Officer) concurred. Maintenance contacted after landing.




Synopsis: First Officer reported that a Flight Attendant discovered the security seals were blocking the O2 panels from opening in the Lavatories.
Date: 202006
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: During a smooth ride at cruise altitude of FL360; we experienced an increase of performance of +10 kts due to mountain wave.  Upon reaching up for the MCP to reduce selected speed; the turbulence and severe wave hit; causing a nearly instant and simultaneous loss of 500 feet; 30 degree rolls in either direction; and loss of 30 knots. This seemingly lasted 10-20 seconds and was accompanied by jostling bumps that made us light in our seats and shook the cabin.  I disconnected the autopilot and attempted to regain control of the aircraft as the Captain coordinated a lower altitude with ATC as well as monitored my performance and communicated with flight attendants.  The turbulence turned to smooth air at about FL350 in the descent.




Synopsis: A319 First Officer reported encountering severe turbulence and mountain wave at FL360 that resulted in loss of control; including loss of 500 feet in altitude and rolls of 30 degrees in both directions.