elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approx. 10 nm from destination ZZZ; aircraft suffered partial electrical failure.Lost electrical equipment in the following order: Garmin 530; nav-com #2; transponder. Intercom volume faded but was operational until end of flight. Located ZZZ visually and set up for left downwind runway 09. Performed GUMPS check on downwind. Was able to feel gear movement when gear handle lowered. Confirmed GUMPS on final. Aircraft touched down on bottom of fuselage; prop blades bent and stopped; aircraft veered to the right and yawed 160 degrees to the left. Stopped on approx. heading of 290 degrees. Remained on runway throughout incident. Master and mags shut off before plane stopped moving. No fire. Pilot and passenger exited uninjured within 5 seconds. When plane was lifted with sling for removal from runway; all three landing gears were hanging from their respective positions but not locked in place. Nose gear doors open and damaged. Cause of incident unknown.




Synopsis: PA-28R pilot reported gear collapse on landing after experiencing a partial electrical failure.
Date: 201511
Local time of day: 0601-1200
Location: DXR.Airport, CT
Light: Dawn
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: While in cruise; we noticed an airplane on TCAS several miles ahead of us and 2400 feet below us in a climb. We watched the airplane continue to climb directly ahead of us at our 12 o'clock position. Figuring the airplane would level out 1000 below us; we continued on course but kept a vigilant eye on the traffic. Immediately once the traffic passed through 1000 feet below us in a steady climb; we queried Approach about traffic at our 12 o'clock and a mile or two and climbing. Once the traffic hit 400 feet below us and directly ahead of us; I didn't wait for ATC to respond but immediately turned off the autopilot and advised ATC we were making an immediate turn to the west. During ATC's then notification of the traffic; we received a TCAS RA with a 2000 feet per minute climb. We complied with the RA; and the traffic passed directly below us at 500 feet separation until we received the 'Clear of Conflict' notification.Being given notice of the traffic earlier (or at any time) by ATC certainly would have helped. The next controller let us know that the traffic appeared to have just departed Danbury and climbed right through our altitude; so maybe the controllers were not anticipating this traffic? TCAS and monitoring our instruments certainly came through for us.




Synopsis: DHC8 Captain at cruise altitude experienced an airborne conflict with another aircraft climbing into their altitude. The reporter initiated a turn at about the same time ATC called the traffic and TCAS annunciated a climb RA.
Date: 201906
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: This is my second [report] for same situation only one hour after the first. Different flight and aircraft. After arrival and with the aircraft stopped; the white paint spiral on the engine inlet spinner was not visible. We were just audited and this is one of the things that we failed on; however; this practice is unsafe in its entirety. As the marshaller of the aircraft; I am about 100 feet from the engines and the wing walkers are 15 feet away and they have a much better chance of seeing; and hearing the engine from that distance than I do from the distance that I am. Sometimes it is extremely hard; if not impossible to see the engine fan blades; especially at night or in inclement weather. Furthermore; many of our aircraft have faded; chipped; or missing paint from the spinner; making the spirals nonexistent. I don't have any special training to know that the engines have spooled down to a sufficient speed nor do I have any special equipment to measure the RPM's of the spooling down engine. Standing that far away while having to get the jet bridge up to the aircraft; get the nose gear chocked; and keep the wands crossed until we get the chocks in; is a lot of tasks to accomplish before trying to see if it is safe for the wing walkers to approach the aircraft. It's very uncomfortable having the expectations and safety of a fellow coworker in my hands when there is no way of me being able to see or fulfill that obligation when I cannot see the fan blades; the spiral is worn off; and we are tasked with doing so many things at that very limited yet critical time.




Synopsis: Air carrier ground personnel reported paint on the engine inlet spinner was chipped; faded; or nonexistent. Ground personnel could not determine if the engine had stopped spinning or not.
Date: 202106
Local time of day: 0601-1200
Location: F11.TRACON, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B MCO; Class E ZMA
ATC / advisory: TRACON F11
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: Procedure

Narrative: I was working the arrival and final position with an arrival rate of 22 [aircraft] sent in the NTML [National Traffic Management Log].  However; at the time of the incident I had 19-20 aircraft in my sector landing MCO.  So; needless to say; the Center was not complying with the 22 rate.  Which for sure contributed to this because my supervisor called Miami Center to slow the COASTR [COSTR] arrivals down to 210 kts. Aircraft X was on the COASTR [COSTR] arrival.  I was fed Aircraft Y from TPA Approach at 11;000 [feet]; and normal speed.  I descended Aircraft X to 9;000 [feet]; not realizing that Aircraft Y wasn't given 210 kts by TPA.  When I descended Aircraft X there was probably at least 5-6 miles between the aircraft.  As Aircraft X was descending; the CA [Conflict Alert] went off.  I issued an immediate turn to Aircraft Y and called the traffic.  Aircraft Y read it back and said they were responding to an RA and then subsequently; Aircraft X keyed up saying they were responding to an RA.First of all; the rate is not a joke!!!  This is a normal occurrence; here at F11; we ask for one rate and get fed way over the rate.  It's been okay until now when something happens.  I would encourage you to look into this; and stop the games; because safety is being compromised.  The rate is there for a reason.  It wasn't being followed; no one will be held accountable for it.  When the rate is established; that is the rate.  The rate is there to ensure safety.  This is a shining example of why the rate is necessary. The advertised rate was 22; and I had 19 aircraft landing MCO in my sector at the time of the incident.  That's not a 22 rate.  I can assure you; that if the rate was being followed; that situation would have not occurred.  Because Aircraft X would have been normal speed over the COASTR [COSTR] arrival; and Aircraft Y and Aircraft X would have been compatible.  And the two airliners wouldn't have to respond to RAs; and make it uncomfortable for the people in the back; and safety wouldn't have been compromised.




Synopsis: F11 TRACON Controller reported that they were not receiving traffic within the Traffic Management set rate of 22 aircraft.  Reporter had an operational error and attributed it to the arrival rate not being adhered to.
Date: 202006
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Contributing factors: Weather; Procedure
Primary problem: Procedure

Narrative: Weather on long E175 flights. Flight Plans are built from pre-canned routes that are known and accepted by ATC (Air Traffic Control). They are filed hours prior to our departure giving a lot of time for wx (Weather) to build and change. Several times recently I have asked for new routing around very large thunderstorms. The filed plan goes directly through them. Rather than increasing deviation fuel; technically we need to re-file because the diversions are several hundred miles off the original filed route. This usually all takes place within 1 hour of departure. Several times it has taken over an hour for ATC to receive the new flight plan; even with Dispatch making several phone calls. It also causes an issue in [software] where you are unable to sign the revised flight plan/release and must submit a paper copy.Captains look at filed mid-con routes and wx as early as possible and ask for changes immediately if needed. Dispatch keeps an eye on mid-con wx as the flight approaches rather than sticking to the pre-canned routes. Together we can avoid fuel; clearance and other delay issues during these wx changes.




Synopsis: Air Carrier Captain makes recommendations regarding changes to flight plans due to weather.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Escape Slide
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Workload; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: We were preparing to depart. After the boarding bridge had been pulled the appropriate 'all call' notification had been made by the Lead Flight Attendant for doors to be armed-stand by for all call! I was assigned as Flight Attendant #5 2L inboard jumpseat. Within this time frame it was reported to the cockpit that I was having difficulty arming the 2L door in that the Slide Armed Flap would not deploy. An attempt was made to disarm/rearm using the arming lever however it still would not engage/extend properly. Flight Attendant proceeded to inform the Captain and Lead Flight Attendant of the arming issue. I announced via the public address system to 'disarm doors.' The Captain came to door 2L and proceeded to manipulate the door in doing so he observed the situation looked out of the port hole window; armed the door and proceeded to open the door by lifting the door handle thus rendering 2L into open position. The door became stuck midway in the outward position. The door would not at this point rotate back after several attempts made by the Captain. During his maneuvering of the door I took hold of his belt loop to provide him with more stability/safety reasons to hold him back. Moments later this is when the slide completed its engaging mechanisms thus becoming deployed. To my understanding there was no one below outside the aircraft when this happened. After the incident the Captain proceeded back into the cockpit where it was understood by me that he made contact with the appropriate parties that needed to be informed of our situation. In-flight Supervisor along with others unknown to me boarded the aircraft after the passengers had deplaned. Questions were asked of me by the Supervisor and we had been advised of particulars which included that the appropriate reporting would follow within the appropriate time frame.




Synopsis: A Flight Attendant reported difficulty arming a B757 2L door so the Captain came back to help and in the process deployed the slide.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Eagle (F-15)
Operator: Military
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working [two] combined sectors. ZZZ Tower called me and asked if our RADAR was going out. The F-15s' flight plans were non-RADAR routing. I told Tower at the time; no it was not going out; the F-15s could fly the departure procedure. I was then told by the CIC that the RADAR was going out. I had one flight in the air and the second flight was departing. Having the RADAR taken away without notice increased my workload immensely. I had the first flight not in RADAR when my D-side released the F-15 flight; to the same altitude; we were able to stop the second F-15 flight from climbing to the same altitude as the first F-15 flight. I believe my D-side; who is still in training; was confused as to what to do; so he/she just said released. Controllers need more than a 5 minutes notice when taking the RADAR. I believe this incident wouldn't have happened if they gave us more time.  Give controllers more than a 5 minutes noticed when taking a RADAR site.




Synopsis: Enroute Controller described an unsafe condition when the RADAR equipment was released to maintenance with only a few minutes notice.
Date: 201508
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Became Reoriented; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Smoke alarm in right aft lavatory went off in flight. Flight attendant immediately opened lavatory door while passenger was flushing lavatory and smelled the fumes from an electronic cigarette. Flight attendant confirmed there was no fire in the lavatory and informed cockpit. Smoke alarm could not be silenced. We accomplished the lavatory alarm false activation checklist. Alarm was reset. We all reviewed the level one threat security procedure. Flight landed uneventfully. Dispatch and maintenance were informed and the ground security and law enforcement met the flight.


Second narrative: Passenger was found smoking an electronic cigarette in the right aft lavatory. This electronic cigarette set off the lavatory smoke detector. Flight attendants verified that the smoke alarm was set off only from that electronic cigarette. Passenger was informed to stop and that he would be met upon arrival by ground security and law enforcement. We notified dispatch and maintenance and followed level 1 guidance. No further problems during flight.


Synopsis: B737 flight crew experiences a lavatory smoke alarm in flight. A flight attendant immediately called the cockpit to inform that a passenger had been discovered smoking an electronic cigarette in the lavatory.
Date: 201201
Local time of day: 1201-1800
Location: PWK.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PWK
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: Other Not stated
Contributing factors: Airport; Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: The Airport Diagram for PWK; published by the FAA/NACO; is not accurate. The area south of Runway 6/24 and west of Runway 16/34 does not match the current layout of the airport. Buildings which are charted are no longer part of the airport environment; specifically the east to west T-Hangars depicted on the chart. Taxiway 'L' (Lima) now extends south of Runway 6/24; parallel to 16/34 and allows access to the full length of Runway 34 for departure. Pilots should use caution when operating on the ground.We queried the Ground/Local Controller about the chart who advised the chart has been inaccurate for several months; and that 'meetings had been held' about the issue but he was unaware if corrective actions have been taken or are underway and referred the crew to airport manager.It is the reporter's opinion that the inaccuracies should be reported via the NOTAM system to ensure that all operators are aware of the differences between the actual airport layout and the charted airport diagram. The active NOTAMS at the time of our operations included nothing regarding the inaccuracies.




Synopsis: A CL604 First Officer reported the NACO airport diagram for PWK has not been revised to reflect substantial changes in the southwestern-most quadrant of the airport.
Date: 201912
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Toilet Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Company Policy

Narrative: Airbus Lavatory Sink Strainers O-Ring when in need of replacement requires a special tool to stretch the o-ring into place on the stopper. Ref [figure]. The tool required is XXXXXXX. This tool has been difficult to acquire. The suggestion would be to have the stopper come equipped with the o-ring already attached to the assembly so as to not impact the system with respect to delays in acquiring the tool.




Synopsis: Technician reported difficulties in the installation of an O-Ring on a lavatory sink stopper without the required special tool being available.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Cylinder
Component problem: Failed
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: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a complete run-up and thorough preflight; I departed ZZZ towards the coastline for a scenic flight. When throttling up; engine indicating instruments were in the green; with the engine running smoothly; Manifold pressure was almost 30 in/hg and rpm was at full rpm; mixture was full rich; electric fuel pump was on; and I was on the right fuel tank. Aircraft accelerated smoothly and climbed well. I retracted my gear when out of usable runway and climbed at Vy. Once climbing through 900MSL I brought the nose down for more of a cruise climb for visibility and accelerated to approximately 120mph and the aircraft continued climbing well. No power adjustments were made. Suddenly a large pop sound like a very very loud backfire occurred and the aircraft started vibrating. My engine indicating instruments were still in the green including oil pressure. I turned back to the runway as the engine was making partial power. The aircraft started smoking and for fear of an engine fire I accelerated the aircraft downward. This smoke turned out to be from the number 3 cylinder that had blown and was dumping oil directly onto the exhaust pipe. I had made the runway; landed; was able to safely taxi clear of the runway and shutdown on the taxiway. The aircraft had full oil and the dipstick was verified secured pre and post flight.




Synopsis: Pilot reported a loud bang and smoke from engine on climb out; resulting in a precautionary landing.