elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Airspace Structure
Primary problem: Ambiguous

Narrative: The event at question occurred during descent to EWR on the PHLBO 3 RNAV Arrival. During descent ATC instructed to descend and maintain 6;000 feet from 8;000 feet. Since we were relatively far out (roughly over 'DYLIN'); I engaged Vertical Speed 1;000 FPM down. Crossing around 7;000 feet ATC advised us of traffic; a small aircraft leveled at 6;000 around one o'clock westbound; roughly 10 miles out. We started looking for the traffic; which I obtained around 6;300 feet around 12-11 o'clock position. The traffic at question also replied he had us insight before I had him. Upon getting ALT* roughly prior to 'METRO' we got the TCAS RA DESCEND command. Upon execution of the procedure per SOP we descended around 300 feet (5;700 feet); and advised ATC. Around 1-2 miles past our course we turned back to join the arrival and ATC gave us a heading to final.


Second narrative: ATC gave decent to 6;000 feet on arrival. Called out a small aircraft at 6;500 about 10 miles at 12 o'clock. Saw on TCAS but not visually until closer. Baron acknowledged seeing us and would avoid. Pilot Flying acquired visual just before getting the TCAS RA and following a descend RA. Went 5;700 feet then called ATC about the event and climbed back to 6;000 feet and requested a heading.


Synopsis: A320 flight crew reported complying with a conflict RA during descent to EWR on the PHLBO 3 RNAV Arrival.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA42 Twin Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During practice maneuvers; our Diamond DA42NG experienced a momentary loss of power from the right engine; coupled with an indication that one of the right engine's ECUs failed. Both pilots elected to return to [departure airport] immediately while troubleshooting the engine problems. The pilot flying noticed that the right engine would no longer return to idle; and would not re-synchronize with the left engine. We [advised ATC of the situation] a few miles from [the departure airport] because we did not know how the engines would react when we landed and reduced power. The landing was uneventful and both engines cooperated for the procedure.




Synopsis: The pilot of a DA42 reported a malfunctioning engine that resulted in a successful return to the departure airport.
Date: 201709
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on break when a flight attendant was hurt by a galley cart tipping over. When the Captain and I returned to the cockpit after our break the relief pilots informed us that during a cruise climb one of the galley carts tipped over and landed on [the] flight attendant's leg. He had a swollen and painful leg; but was able to walk on it.




Synopsis: Boeing 777 First Officer reported that a flight attendant sustained an injury as a result of a galley cart tipping over.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Cargo Restraint/Tie Down
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: The load in the Rear Lower Cargo compartment became unsecured in flight and caused a load shift that was partially recognized during descent into ZZZ. I disconnected the autopilot; so as to have immediate control in case any other balance events occurred.Suggestions: netted pallets in the rear belly compartments on the B767 are susceptible to jumping the restraints if they have vertical movement due to a weakness in the latch design and cookie sheet warping. If the positions are full and this pallet is in the forward most position; it can't move forward or backward; and is secure. If not; the pallet could be secured with rings and straps.




Synopsis: B767 Captain reported the load in the rear cargo compartment became unsecured causing a load shift during descent.  Crew disconnected the autopilot and manually flew the plane to landing.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Pedal
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Physiological - Other; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Taxiing out to runway from southern T-hangars; I was heading west with a 10 knot tailwind. I was not able to get the plane to turn right at the taxiway and differential braking was seemingly ineffective. Avoided a propeller strike with taxiway light by braking left and right; wing hit taxiway sign. Impact speed was approximately 5 knots. Fuel cell was damaged; was removed and is being replaced. Taxiway sign was damaged and will be repaired/replaced. No other damage to plane and no injuries.

Callback: The Reporter stated that because the rudder pedal had a hump at the bottom; her very small feet were not sufficiently high on the rudder pedal to fully apply the brakes. It felt as if she were pressing the brake; but full brake throw was not attained and so the aircraft exited the taxiway and was damaged.



Synopsis: A PA-28 struck a taxiway sign after the pilot's very small feet did not apply differential braking to turn the aircraft because the hump on the bottom of the rudder pedals prevented the toe end of the foot from pressing the brake sufficiently.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll I experienced a nose [gear] collapse. I immediately cut the power to the engines and notified the Tower of my problem. My passengers and I then exited the plane all unharmed.




Synopsis: PA23 pilot experiences a nose gear collapse during the takeoff roll. The aircraft is stopped on the runway with no injuries.
Date: 201708
Local time of day: 1801-2400
Location: AUS.Airport, TX
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground AUS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Situational Awareness; Confusion; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: When turning northbound onto Taxiway G1 in AUS; there are extremely bright LED light panels which are directed precisely at inbound aircraft.  This causes immediate loss of situational awareness and results in future loss of night vision for the remainder of the taxi in.  These lights are a serious safety hazard and need to be removed ASAP. Temporarily; crews could use Taxiways G2 or G3 to enter the ramp area until these lights are removed.




Synopsis: Air carrier First Officer reported entering AUS Taxiway G1 and encountering extremely bright LED lights from the AUS terminal which disoriented him and caused loss of night vision before entering the ramp area.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Center ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed and around 10;000 feet MSL the Flight Attendant reported that the left fuel cap was missing.  The crew decided to return to the airport.  Upon landing the crew verified that the fuel cap was indeed missing.  The airport Operations found the fuel cap about 2;000 feet down the departure end of the runway.  On-field Maintenance inspected the plane and found it to be airworthy.  The crew then departed without further incident.




Synopsis: EMB145 First Officer is informed by the Flight Attendant; while climbing through 10;000 feet; that the left fuel cap is missing.  Flight returns to departure airport where the cap is found down the runway.
Date: 201905
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was working as the 'B' Flight Attendant. As the C and I were finishing the beverage cart; I kept smelling a hot plastic/burning electrical smell starting at row 29. I asked the C if she smelled it too; and she confirmed. I sent her to the front to grab the A [Flight Attendant] who was doing garbage; and he smelled it as well. He called the flight deck while we finished service and stowed the carts. The flight deck advised us to find a source of the smell. We checked passenger laptops; tablets and phones as we suspected a device in thermal runaway. We checked passenger in flight entertainment tablets in the affected area for abnormal heat. We checked overhead bins; and finally isolated the odor to the PSU air vents above rows 29 aft aircraft left. When passengers noticed us conducting our search they asked if we were investigating the 'burnt plastic smell.' The odor was also coming out of the aft galley air vent. The A asked the C and I to do a self-evaluation to see how we were feeling; and I noticed I was feeling lightheaded; woozy; and a bit confused. We relayed all this info to the flight deck and they [advised ATC] and told us to prepare for arrival at ZZZ. The A [Flight Attendant] made an announcement as the C and I prepared the cabin. We also closed all air vents in the affected area. At this point I was starting to lose balance and was getting more confused. We took our jump seats and landed safely at ZZZ. During landing; my eyes were burning; and my hands and arms felt heavy and weak. After landing; the flight deck had us check for the odor again; and we confirmed that it was still present. They began to shut off systems; and once the air was turned off; the odor went away. When we reached the gate and deplaned; all 5 crew members opted to go to the emergency room to be evaluated. Two passengers were checked by medical personal in the jetway.




Synopsis: Flight Attendant reported a hot plastic/burning electrical odor in passenger cabin resulting health issues.
Date: 201210
Local time of day: 0601-1200
Location: NKX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Rain; Turbulence; Windshear; 10
Light: Daylight
Aircraft: Texan T6/Harvard (Antique)
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
ATC / advisory: Tower NKX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Encountered wake turbulence and/or wind gust during formation landing behind the lead T-6. Incipient ground loop and subsequent decision to go around resulted in wing tips scraping runway. Evasive action taken during go around to avoid lead aircraft which was still on runway. Uneventful return for full stop landing. Minor damage to wing tips not discovered until after shutdown.




Synopsis: T-6 pilot reported wake vortex or gust encounter on arrival in formation with other T-6 aircraft. He executed a go around and scraped both wing tips during the maneuver.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: At approximately 14 NM northeast of ZZZ; flying VFR southwest at approximately 2;900 ft. MSL; a high-wing single engine Cessna coming in opposite direction turned sharply to it's left and passed by within approximately 500 ft. or less of my aircraft. I was tuning communication radios in preparation for landing at ZZZ and looked up to see him as he made the left turn to avoid my aircraft.




Synopsis: C182 Pilot reported a near mid air collision while on approach; which caused the other aircraft to take evasive action.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
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: Flap Control (Trailing & Leading Edge)
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off and ran the After Takeoff Checklist. [We] noticed that the flaps were split slightly upon retraction of around a needle width or less. [We] requested vectors from ATC to try to troubleshoot. Ran QRH but it only applies to landing; not a split on flap retraction after takeoff. Captain called Maintenance via Commercial Radio and we relayed to them that the aircraft was flying straight with rudder and aileron trim zeroed out. They informed us initially that it was an indication problem so we elected to continue. Non-rev pilot looked at flaps and conformed that they were both even. We stayed at 250 KIAS the whole way because the aircraft seemed to be performing well there. They then sent us a message that the flaps 'may' be locked out. The Captain once again called Maintenance and had them explain this to us. They said they downloaded information from the aircraft and it was indicating a lockout but we wouldn't know for sure until we tried to put the flaps out. We could elect to land short or go to our filed destination; our call. We elected to continue on because they have a 12;000 FT runway and because we needed to burn as much weight off as possible in the event of a trailing edge flaps 0 landing. We descended to a lower altitude and continued on as any other normal flight. [We] briefed flight attendants again. We read the QRH a few times over to digest the contents and came up with a very specific script on what we were going to accomplish if the flaps were indeed locked out when we tried them during approach. Upon our initial vector and speed reduction; I called for flaps 1 and they did not move. At that point we activated our plan; declared an emergency; and did a 270 through final to rejoin while we ran the QRH. After established on a long final we transferred controls and the Captain made a nice landing; not hard or overweight. [We] taxied to the gate.




Synopsis: A B737 trailing edge flaps indicated a slight split after flap retraction but since the aircraft performed normally the flight continued to the filed destination where the flaps would not extend so an emergency was declared; the QRH completed and an uneventful landing followed.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight was supposed to be an instrument training flight and visual meteorological conditions prevailed. We were on the ground for about 20 minutes to do our start up; run up; and taxi to the active. During the run up; all engine indications were normal; and no engine roughness during our magneto check. We proceeded to do our takeoff and rotated with all engine instruments in the green. On climb out; at around 450 feet; the student turned to a 050 heading as instructed to by the Tower. At this point; the instructor noticed that the EGT #5 was exceeding the parameters in the MFD (was indicating around 1650 while the max it can indicate is 1600). The instructor then noticed the CHT #5 was climbing and went into the yellow. The corrective action for this would be to pitch down and let the air enter the engine for the engine to cool down. However; almost immediately; the CHT #5 went into the red and was indicating its maximum temperature of 450 degrees. At this point; the instructor notified the Tower that he would like to return back to the airport. Shortly after that; the engine started to vibrate and the instructor [request priority handling]. She was given runway 18 and landed the airplane. On the ground; due to low load on the engine; CHT #5 had dropped back down into the green and the instructor was able to taxi to the ramp without any further complications.Suggestions would be to always look at your engine indications and always see if you have any hints or clues for any abnormal indications.




Synopsis: SR20 flight instructor reported returning to departure airport after the Number 5 cylinder showed signs of overheating.