elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System Pump
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: [Merged Air Carrier operations have flight crews] leaving aircraft Hydraulic System Electric Pumps 'A' and 'B' hydraulic switch in the 'On' position on [aircraft] turns. Aircraft on gate for three hours; this creates a hazard for the mechanic working the aircraft. He has no idea who is in the cockpit and what they will touch; or what will move. Physical health [concerns]. We have not been briefed on the [merged air carrier's] thru trip policy.




Synopsis: A Line Mechanic reports about the hazards that have been created by their [merged air carrier's] thru trip policy of leaving Hydraulic System Electric Pumps 'A' and 'B' hydraulic switches in the 'On' position during  [aircraft] turns.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Pilot Not Flying; Captain
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: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff and climb out; smelled a strong odor of exhaust. I thought it was from an [airliner] flight that landed just prior to us taking off. Odor continued into climbout. APU was running; so we turned it off just in case it was coming from it. Crew made a decision to return to ZZZ. On downwind; we turned press source off and odor started to dissipate. Landed at ZZZ without incident. After landing both crewmembers felt a little nauseous and determined it would not be safe to do the next passenger trip.


Second narrative: After takeoff and initial climbout; crew noticed Jet A smell coming through air conditioning and vents in cockpit. Crew thought smell maybe had come from an airliner flight that had just landed prior to our take off and we had ingested some of their exhaust. Once we turned crosswind the smell continued and Co-Captain turned off the APU and APU bleed air. We determined the smell was not normal and advised ZZZ Controller turned us onto a right downwind for Runway XXL. During that time we turned the Pressure source to OFF and the smell subsided at that time. Normal landing was made on Runway XXL; no emergency was declared because the smelled stopped with source off. After landing the crew felt nauseous and decided not to continue with next flight and new airplane. We did feel better after standing outside for a while in the fresh air. We notified MX and Duty Manager who put us on duty not involving flying.


Synopsis: CE-560XLS flight crew reported exhaust type fumes during takeoff and initial climb. Crew executed a precautionary air return. Flight crew reported physiological issues.
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: After a lengthy delay due to an unrelated maintenance issue; we taxied out and were finally cleared to line up and wait for takeoff.  We received a STAB and MACH TRIM caution message.  I taxied clear of the runway and contacted Maintenance Control.  I wrote up the malfunction and was directed by Maintenance to perform a reset procedure. While on the phone with Maintenance; we reset circuit breakers as directed. The STAB and MACH TRIM caution messages were resolved and we got back in line for takeoff.  We ran our checklists as normal and began the takeoff run. At approximately 110 KIAS; I noticed that the V-speeds were no longer set.  We continued the takeoff roll and departed normally. The threat in this event was not being made aware that the V-speeds would be removed when we reset the circuit breakers per Maintenance Control.  The error was that while we did complete a before Takeoff Checklist; we did not notice that the V-speeds had been removed.  I was forced to choose between a high-speed abort or taking off without pre-set numbers.  We should have been made aware that the speed bugs would drop out when Maintenance Control walked us through the reset procedure for the STAB and MACH TRIM caution message.




Synopsis: CRJ200 First Officer experiences a STAB and MACH TRIM caution message upon taking the runway for departure. After conferring with Maintenance Control; a circuit breaker reset procedure clears the message. On the ensuing takeoff it is noted that the V-speeds have been removed by the procedure but the takeoff is continued.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our takeoff roll began with all systems operating normally. During acceleration; the First Officer's crosscheck revealed the Captain had no indication of airspeed and a rejected takeoff was initiated. The First Officer estimated the reject occurred at 60 KTS; based on his airspeed indicator; which was indicating normally. We advised ATC and exited the runway. We then accomplished all procedures for the reject; completed all checklists and taxied back to gate.




Synopsis: A B757-200 flight crew rejected their takeoff at about 60 KIAS when the Captain's airspeed indicator failed.
Date: 202006
Local time of day: 0001-0600
Location: D01.TRACON, CO
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other initial approach
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: During the arrival into DEN; we saw; at close distance; what appeared to be a UAS (unmanned aerial system) on approach.  I was PIC and Pilot Flying on this passenger trip. We were about 7 min from landing. During the arrival there were thunderstorms in the area; wind shear; and busy simultaneous approaches. Not long before our runway assignment had changed.  In review of the event; here is my best recollection.  We were assigned the LAWGR1 arrival and were inside GRUBB being vectored for RWY 16L.  We were about 200-210 KIAS and about 9500 ft MSL. We both saw something white in color glint in the sunlight about our 1-2 o'clock. My copilot later told me he thought he saw it bank sharply to one direction and then to another; uncharacteristic of full sized aircraft. He told me it was not likely a model aircraft and definitely seemed like a multi-rotor type drone. We both saw it and the event started and ended within 5 seconds. Had evasive maneuvers been required; little time was available to affect actual change. We were unable to identify model; number of rotors; size or weight.  By the rate of speed it passed our aircraft; I'd estimate it was within 1/2mi.  My SIC advised ATC. Our original broadcast was blocked. Immediately subsequent we were given a heading to intercept the localizer and in his response; he advised of the drone encounter with pertinent information. Upon landing we were advised by Ground to copy a phone number to contact the TRACON. After securing the aircraft I contacted the TRACON; on the number supplied; spoke with the supervisor; answered his questions; and left my name and number per his request.  As an avid model aircraft flyer; I fully support our right to flight UAS in a safe and responsible way.  Flying UAS at 4000 ft AGL in a busy arrival corridor in Class B airspace is not ok.




Synopsis: Light Transport Captain reported while on initial approach in class B airspace; a UAV within ½ mile at 4000 feet.
Date: 201304
Local time of day: 1801-2400
Location: DET.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D DET
ATC / advisory: Tower DET
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Upon approach to DET; I was flying at 3;000 FT. Detroit Approach gave me vectors direct to Detroit City Airport. About 7 miles back; I could not spot the airport. The Tower light was not visible. As I got closer; ATC gave me vectors for right hand pattern and a visual approach. I still could not see the runway. I was cleared visual approach Runway 15. As I entered a right downwind; I still could not see the runway; I informed ATC. I was instructed to switch to Tower frequency. The Tower Controller put the lights on full. I still could not see the airport. I was finally able to make out Runway 25/07; but a majority of the runway lights were not light or burned out. I was finally able to make out some what of the runway; and then I saw the end of Runway 15. Coming in on approach was extremely difficult to make out the airport due to the burned out runway lights. As I turned final; I could barely make out the runway since numerous lights were burned out. At least the PAPI's were functional and I was able to make a safe landing without incident and with the Control Tower's assistance with me.




Synopsis: C172 vectored for a visual approach to Runway 15 at DET reported that the runway was very difficult to identify because of numerous burned out runway lights.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Automation Aircraft Other Automation; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Police / Security Involved
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: Passenger in aft lav with e-cigarette caused Lav Smoke ECAM warning during climb out at about 12;000 ft. Flight attendants quickly took care of the situation. ECAM message cleared after a few seconds. Reported incident to Dispatch and they said GSC (Ground Security Coordinator) agent would meet us at the gate in our filed destination. Passenger didn't know e-cigarettes were not allowed. Possibly mention e-cigarettes not allowed during F/A passenger briefing.




Synopsis: A passenger smoking an e-cigarette in the aft lavatory during climb caused the ECAM and AFT LAV Smoke Detector to alert. The flight attendants notified the passenger about the deviation which allowed the alert to cease. The flight attendant cabin passenger briefing does not alert about the e-cigarette prohibition.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Tactical
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Government
Reporter function: Pilot Flying; Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Rotorcraft
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: While flying during VMC/Unlimited ceilings/visibility and low wind conditions. The aircraft had an unscheduled/uncommanded engine shutdown (cause is currently under investigation). I performed the POH published emergency. Due to the low altitude and rapidly evolving events - I determined that a restart was not prudent or practicable and could jeopardize a successful outcome by being a distraction. Conducted a successful/non-fatal emergency off-field landing on an agricultural field. No injuries where sustained to the pilot or sole passenger. No one on the ground was hurt or personal property damaged other than minimal and repairable scaring from the landing and subsequent gear failure to the terrain. No fire or fuel/contaminate leakage (to my knowledge) occurred during/after the landing. The aircraft suffered damage to the nose gear assembly and the propeller.




Synopsis: The pilot of a turbine powered Cessna 206 experienced an inflight engine shutdown while at low altitude; resulting in an off-field landing and subsequent propeller and nose landing gear damage.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Getting vectored with Approach Control for ILS in IMC; level at 3;000; we got an abrupt GPWS caution terrain and PULL UP warning; which stopped after a few seconds. The warning continuously reoccurred throughout the approach until I selected terrain inhibit since it was extremely distracting. Before doing so; we verified our position; asked ATC if they had any low altitude alerts; and selected the terrain display which did not show any terrain. We were level throughout the alerts. On the initial alert I disconnected the autopilot and was ready to begin the escape maneuver but the alert stopped and I remained at the assigned altitude. The FO and I determined the warnings were erroneous and I made a maintenance write up after landing.


Second narrative: False GPWS warning starting at 3000 feet all the way until short final. It had varying combinations of Light and Audio warnings that were determined to be false by verifying with ATC we were at a safe altitude and could see the ground.


Synopsis: Dash-8 flight crew reported receiving intermittent erroneous GPWS alerts while being vectored for an ILS approach.
Date: 201908
Local time of day: 1201-1800
Location: NSE.Airport, FL
Aircraft: Military
Operator: Military
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
ATC / advisory: TRACON P31
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; 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; Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Airspace Structure; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X contacted approach requesting course rules. I radar Identified Aircraft X and advised the aircraft they were off of the predetermined route for course rules runway 14 at NSE. I instructed Aircraft X to fly heading 270 and descent to 1700 ft. Aircraft X would not respond on the altitude. I had another aircraft that was on the pre-determined route at 2700 ft. and they were converging. I attempted to issue traffic and control instructions to keep the two aircraft apart. The two aircraft were on an intercept at the same altitude and neither aircraft would respond. I attempted to make several transmissions to both aircraft and separate the aircraft however I was not successful until they were not a factor. In my opinion the aircraft were both in a very close and dangerous proximity. I felt that the aircraft we're going to have a midair collision. After the aircraft were separated I vaguely remember asking why the pilot of Aircraft X would not respond and what was going on and that it was one of the most unsafe situations I have seen. [I recommend the military] be briefed on this event and the important of responding to ATC.




Synopsis: P31 TRACON Controller reported a military aircraft not responding to ATC resulted in a NMAC.
Date: 202105
Local time of day: 1201-1800
Location: RIC.Airport, VA
Flight conditions: Mixed
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class C RIC; Class E ZDC
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Chart Or Publication

Narrative: This was the first time flying into RIC for both crew members. Captain was PF and FO was PM. Crew planned to fly the SPIDR 4 RNAV Arrival and to connect to the RNAV (RNP) Y Runway 16 (RIC was landing Runways 16 and 20). Crew requested and was approved by Potomac Approach to fly the RNAV (RNP) Y to Runway 16 from DEEER (Potomac directed crossing DEEER at 4;000 feet MSL). We received the approach clearance around REDNG. FMC had given ALERT MESSAGES all flight long there was a steep descent after HEMME waypoint (280 KIAS/11;000 feet - 12;000 feet crossing restriction). FMC was correctly programmed. After passing HEMME; the aircraft began to deviate from the RNAV path by getting high. It became very clear; pilots had to intervene substantially in order to correct the aircraft back onto the VNAV PATH to successfully fly the RNAV (RNP) Y Runway 16 Approach. PF used maximum inflight speedbrake; elected not to use extending flaps. Aircraft airspeed was restricted to 250 KIAS or less as aircraft was transitioning to below 10;000 feet MSL. The only technique to slow the aircraft and attempt to re-establish the RNAV vertical path was to extend the landing gear about 30 miles from the field. Crew was able to correct aircraft back to RNAV path and complete the approach + landing. If this was another crew with little or no experience flying this RNAV Arrival to RNAV (RNP) Approach into RIC with actual weather; there is a high probability they would not successfully complete the approach and landing (would have to go missed approach; other altitude/speed deviations and/or compromise safety).




Synopsis: Air carrier Captain reported crossing restrictions and speed issues while flying into RIC airport on the RNAV (RNP) Y Runway 16 Approach.