elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Captain and First Officer were the operating PIC (Pilot in Command) and SIC (Second in Command). I agreed to perform the exterior pre-flight. Nothing remarkable noted on exterior of aircraft. Upon entry to aircraft; Maintenance was working to clear a deferral on the crew rest seat. This blocked most access beyond the boarding door at that time. After the flight deck pre-flight I was informed that we were catered and the maintenance was completed. Captain performed his logbook inspection and final preparation for departure. Paperwork was handed to the loadmaster and we were told we were secure and they would close and arm the doors for departure. Normal start; taxi; flight and landing followed. On the landing roll out we heard a loud bang in the forward galley area. Upon clearing the runway I was informed we needed to respond as the flight Mechanic had been injured by a galley cart. Once we were clear of the runway and safely on a taxiway I informed the PIC of the need for emergency response. He informed Ground of our request and I stepped out of the flight deck to check the status of the injured Mechanic. He was holding his shoulder and complaining of pain in his forearm and hand. The forward bulkhead divider wall was dislodged and a galley cart was spilled in the front galley area. We had a quick taxi to the gate where emergency services took the flight Mechanic off the aircraft for treatment. Captain wrote up the damage to the aircraft in the logbook and spoke with Tower about the nature of our Request. It appeared afterward that the unsecured galley cart originated from the rear most right side of the galley. During deceleration it rolled forward gaining momentum hitting the flight Mechanic before striking the divider wall.Initial access to the aft portion of the aircraft was limited due to ongoing maintenance. Flight crew believed that the galleys were secured. The loadmaster's information that we had been catered and were secure to close and arm doors was taken to mean that we were ready for departure. Moving forward I will not be delegating the responsibility to check every cart and latch to the loadmaster or Maintenance personnel.




Synopsis: B767-300 Captain reported injury of flight Mechanic during ferry flight landing roll.
Date: 201706
Local time of day: 1801-2400
Location: DHN.Tower, AL
Flight conditions: VMC
Weather elements / visibility: Windshear; Thunderstorm; 10
Light: Dusk
Aircraft: Super King Air 200
Operator: Military
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
ATC / advisory: Tower DHN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Contracted Service
Reporter function: Supervisor / CIC; Local; Flight Data / Clearance Delivery; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather; Equipment / Tooling
Primary problem: Weather

Narrative: Squall line moving in from the north and I could see the ragged edges of the clouds. I informed the aircraft that I expected the winds to pick up shortly. About 45 seconds later the tower swayed and vibrated but the ASOS only reported 12kts on the wind. I informed Aircraft X that I was experiencing gusts and estimated them above 25kts. ASOS still reporting 12kts. A pilot holding short for departure reported possible wind shear at the approach end RWY 32; and I observed a large cloud of dust rising up from the field. Aircraft X conducted a go around and reported being 'bounced around really good'. I observed a decrease of 20kts radar indicated airspeed on the STARS. All of this took about 2 minutes of time; finally the ASOS reported wind 34019G28kts. We do not have direct wind reading instruments at Dothan! This placed a flight crew in a dangerous situation by not being able to get a timely and accurate reading of the wind.




Synopsis: Dothan Tower Controller reported winds gusting up to 28 knots which led to an aircraft going around. The airport was reported to not having direct wind reading instruments.
Date: 202010
Local time of day: 1801-2400
Location: PDK.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 3
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D PDK
ATC / advisory: TRACON A80; Tower PDK
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Cleared for closed pattern work Runway 21R; PDK XA:50 local time; attempting to modify IFR flight plan which had been annotated from original filing by ATC; advised that communication with Atlanta Departure could only be done when airborne.  Requested closed pattern work to allow communication with Controller.  A request to the Tower granted permission to contact Controller and leave Tower frequency momentarily.  While speaking to [the] Departure Controller; he advised Tower was calling; switched back to Tower frequency while approaching 'R base 21R' and the Tower directed us to immediately turn 90 degrees left; which was done; to avoid close proximity to landing aircraft descending to 21L. Intentions were requested by Tower; responded that we needed to straighten out the anomalies in the ATC amended IFR flight plan; Tower cleared us to land and that they were working with the Controller to deal with modifying IFR flight plan.  Note: The aircraft had a 'new engine with only 5 hours accumulated time (in process break-in).'  The proposed modified IFR flight plan routed the flight across the mountain range to ZZZ at night and was considered a safety risk. It would seem that communications could have been accomplished while on the ground.  Ultimately; the flight plan was corrected and we were cleared to a waypoint of Chattanooga before proceeding to ZZZ (as originally filed).Secondary to communications and closed pattern traffic distraction; PDK airport runway lighting was dim and difficult to identify even in the traffic pattern; until the aircraft is on final and lined up with the appropriate runway/PAPI lighting is ok but - end of runway lighting seems to be less than adequate for pilots not familiar with the airport. This aircraft had a crew of two private pilots searching in a 'sea of lights' for runway identification lighting.




Synopsis: GA pilot reported that they had to communicate with Departure Control with flying the traffic pattern at PDK airport. Pilot also stated that airport runway lighting is inadequate.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: SKC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Other Flt School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ1
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Other flight school
Reporter function: Pilot Flying; CFII was present
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting; Situational Awareness; Distraction; Confusion; Communication Breakdown
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were approaching less than 2 mile short final to land; when Aircraft Y called base to final; in front of our aircraft; cutting us off; as we were verified by other pilots in the pattern that we were #1. Even after 5 initial traffic calls issued by us; announcing base and final 3 times; she dismissed our traffic calls and cut us [off].Upon us telling her to go around and that she was at fault; she refused again and again and prompted us to go around to avoid a near air collision.


Second narrative: Aircraft Y was on the downwind leg; we were on a 2 mile final and they cut in front of us.  We had reported our position more than 5 times on the base and final leg portions of the approach. The other aircraft just reported turning final.  We requested she break off her approach due to the conflict but she refused. Due to the proximity we had to break off our approach.


Synopsis: Pilots reported NMAC on final.
Date: 201412
Local time of day: 1201-1800
Location: FXE.Airport, FL
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Parked
Airspace: Class D FXE
ATC / advisory: Tower FXE
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument
Human factors: Confusion; Troubleshooting; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After requesting IFR clearance from clearance delivery at FXE (Ft. Lauderdale Executive) the controller read the clearance which I copied on a notepad. Reading back the clearance the controller did not acknowledge the read back but again repeated the entire clearance. Again I read it back and again the controller responded by repeating the entire clearance. Obviously I had misread the clearance back to the controller; however after reading back twice I was unsure of where my readback was incorrect since the controller had not indicated where the problem was. The controller put me on hold during which time I reread my notepad and found that I had switched two words in the read back that I had read from the notepad. The controller later came back; again reading the entire clearance at which time I read back the clearance correctly and proceeded to ground control. As pilot in command it was my responsibility to read back the clearance correctly. Since I was not told where the readback was not correct; it took three attempts for me to find the problem. In the future I will ask the controller to specify where the read back is incorrect if it is wrong and make corrections in the readback without repeating the process several times over.




Synopsis: Pilot reports of receiving clearance and having it issued three times because of an error in his read back.
Date: 201412
Local time of day: 1201-1800
Location: SAT.Airport, TX
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C SAT
ATC / advisory: TRACON SAT; Tower SAT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to intercept the Localizer for RWY 12R at SAT at about 12 DME. Both the First Officer and I both heard ATC state maintain at or above 2000 feet until established and cleared the ILS 12R. We were also looking for the airport as we were being vectored onto the approach; (and descending through 2500 feet) when ATC told us she had an altitude alert and we needed to maintain at or above 2800 feet; until established on the approach. I immediately disconnected the autopilot and climbed back to 2800 feet MSL.  We intercepted the localizer and glideslope and the remainder of the approach and landing was uneventful. Preventative Measures: I should have paid more attention to the approach chart altitude; and queried the Controller when what we heard did not match with the approach chart. ATC was speaking quite fast; so if they slowed down a little; maybe we would have heard the correct altitude.




Synopsis: B737 Captain reported descending below charted altitude on approach to SAT when the flight crew misunderstood ATC clearance.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb; the Captain noted a very slight scent in the flight deck. I personally couldn't tell anything different from standard. He noted shortly after (possibly through transition) that the scent was no longer present. During cruise; we both reviewed the smoke and fumes checklist in the QRH just in case anything further were to occur. Initial descent was normal. Through approximately 15;000 MSL; the Captain noted the smell once again; at this time; I certainly could smell the same scent. Although there was no visible smoke/fumes; the smell was considerable. The flight attendants called prior to sterile to advise us that the odor was very apparent in the cabin both forward and aft. They likened it to a sock smell; but to me it didn't seem so. It's a difficult smell to explain; certainly an acrid almost oily; plastic melting type of smell. We continued the approach to a normal landing. The APU was not running at the time of the event but was started during the after landing checklist. Upon landing the smell was oppressively strong and continued to worsen during the taxi and shut down. Once the aircraft shut down; we communicated again with the FAs who were complaining of nausea. At this point; I had a strong headache and irritated throat. Captain continued to feel worse upon shut down of the aircraft. Exterior walk around didn't show anything that would suggest ingestion of anything that could have caused an issue. All crew went to the emergency room for checks.It's hard for me to suggest a fix other than to possibly run the aircraft and isolate specific parts of the bleed system ideally in flight to get a true sense of what is happening and see which area it is likely coming from.




Synopsis: A319 First Officer reported the entire flight and cabin crew felt physical effects from the fumes and odor of unknown origin in the aircraft.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cabin Lighting
Component problem: Malfunctioning
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: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon departure from Runway XXR; just as we reached acceleration altitude I received an emergency PA from the flight attendant informing me there was smoke in the cabin. I immediately shut off the gasper fan; the recirc fan; the packs; and the APU bleed. I inquired as to the severity and was told 'it's bad.' My First Officer and myself did not see or smell anything resembling smoke. I immediately informed ATC we would like priority handling and requested vectors for an approach back into ZZZ. I asked the flight attendant if the passengers were in danger and if I needed to drop the oxygen masks. I was told at this point 'no' and was informed that the smoke had stopped. I asked the flight attendant to remain on the PA and to inform me the instant any more signs of smoke appeared.We were given vectors around to shoot the ILS to Runway XXR. I told the flight attendant we would be landing soon and to plan for a normal landing and taxi back assuming the smoke remained stopped. After a successful overweight landing; we exited the runway and taxied into the ramp. We had fire trucks follow us into our gate. They informed us they saw no heat signatures on our aircraft. The aircraft was successfully deplaned without injury or incident. Contract maintenance arrived a short while later and found a panel light in above seat X had shorted out and burned through the contact casing.Hindsight 20/20 I wouldn't have requested priority handling. In the moment; given the information I had to work with; I made a decision based on the fact that I thought there was a fire in the cabin and wanted to get the aircraft on the ground as quickly and as safely as possible. Crew Resource Management was almost nonexistent during this event. There was a very big language barrier between myself and my First Officer. During normal operations I often struggled to understand what he was saying. I took the lead on the radios; navigating; the communication with the flight attendant; and piloting the aircraft.




Synopsis: EMB-145 First Officer reported returning to the departure airport due to smoke in the cabin.
Date: 202011
Location: MMPR.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower MMPR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Runway 22 in MMPR has a 4 bar PAPI. The trees on final have grown too tall to safely use 1 white 3 red on the PAPI when transitioning to land. This can be seen on approach and also watching landing aircraft. Request MMPR airport operations to trim or remove the trees closest to Runway 22. Add notes to the 10-7 mentioning to fly the 2 white 2 red PAPI to touchdown due to obstructions.




Synopsis: Air carrier Captain reported use of MMPR Runway 4 PAPI is obscured by overgrown trees.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Checklist for dry ice missing.




Synopsis: Ground personnel reported arrival shipment had a missing HAZMAT checklist.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: On approach to landing the six year old passenger saw me extend the gear and asked what that was. I told him that raised and lowered the gear. Upon touchdown; the six year old reached up and grabbed the gear handle and a small bump in the runway allowed the gear to come unlocked. The aircraft came to rest on inboard gear doors and nose gear doors. There were no injuries and damage was minimal to aircraft.




Synopsis: BE58 pilot reported that a child passenger raised the gear handle on landing roll resulting in a partial gear collapse.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-60 601/601P Aerostar
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter function: Trainee; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Upon landing Runway XX at ZZZ; (due to sun making it difficult to see end of runway approaching); [I] landed long and required heavy braking to stop aircraft on the runway. [I] blew out left main tire which caused aircraft to skid off end of runway approximately 20 - 25 feet and come to a complete stop on flat dirt terrain.To prevent this from happening in the future; initiate a go-around and request another runway for landing.




Synopsis: Piper 601 pilot reported a main landing tire failed during heavy braking.