elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cargo Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Workload; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff and on climb out at 9;500 FT; we experienced the illumination of the CAB ALT HI annunciator we informed ATC that we needed to level at 10;000 FT and did so. After running checklist and consulting with Dispatch and Maintenance Control they determined we could continue the flight at or below 10;000 FT. We agreed that we could still accomplish the flight. Then shortly after the aircraft became very loud and began shuddering. My First Officer pressed the annunciator test button and the cargo door annunciator was not illuminating. I pushed the annunciator and it illuminated indicating the cargo door was open. We decided returning to the departure airport was the best option. We ran appropriate checklists; declared an emergency and slowed the aircraft to 140 KIAS. At that speed the shudder of the aircraft was lessened we also informed Dispatch of our return. No other abnormalities occurred during the return and landing. After exiting the runway we stopped just after clearing the runway and were informed to shutdown. A Mechanic was there and secured the door at which point we determined it was safe to continue to taxi to the gate and de-board the passengers there. After returning to the gate we began making calls to Dispatch; Maintenance; Chief Pilot and Director of Operation. Going back to the start of the flight I remember the all the annunciators working correctly from the acceptance.


Second narrative: Climbing through 10;000 FT the 'CAB ALT HI' annunciator illuminated. About 30 seconds after that a loud moaning noise happened and the cargo door had clearly opened. With the plane shaking the way it was and the door clearly opened; we agreed declaring an emergency was the best option. We landed safely and had maintenance meet us on the taxiway to shut the door. The CVR was sterile and all checklist were run SOP's. I'm not sure if the battery was on but we were making jokes about the ramper before engines were started.


Synopsis: A BE-1900 CAB ALT HI alerted at 9;500 FT while climbing so the aircraft was leveled at 10;000 FT and the checklist completed. Shortly thereafter; the cargo door opened so an emergency was declared and the flight returned to the departure airport.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Communication Breakdown; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: I was Captain (pilot flying); and during approach; the flaps locked out at position 22 degrees; when I called for flaps 25. We were at 185 KTS indicated when the flaps locked out; and well below the flap limit speed of 195 KTS. I initiated the go around and we asked to be vectored for 10 minutes to deal with the issue. ATC wanted us to fly at 210 KTS to which I told ATC that we had to hold 180 KTS or damage our flaps. ATC told us to hold 180. The QRH directed us to land with flaps in the current position of 22 degrees. On downwind; we declared an emergency; told ATC that we would NOT need priority assistance or equipment. ATC told us that the equipment would be present. I briefed the flight attendants; and used the 'Old' Cabin Advisory. I made a PA announcement to the passengers. We landed without incident and I debriefed Dispatch; Maintenance and the Duty Pilot. I had a similar event earlier in the month and this event went much smoother. Personally; I would rather not have two; TE Flap Disagrees in one month!




Synopsis: A B757-200's flaps locked out at 22 on approach so a go around was executed; the QRH complied with and the flight returned to land.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [While inbound I] reported interval traffic and field in sight to Approach. Was then cleared for a visual approach to follow a B757 and told to maintain 170 KTS until 5 DME. Switching to Tower frequency; was told that we had a 20 KT speed advantage on the aircraft ahead. Requested circle to [another] runway to de-conflict traffic. Tower approved circle and asked us to 'keep it tight' for following traffic. On flare to land experienced untoward and uncommanded roll moment on touchdown. Landing felt like a 'double' landing. Aircraft was met by fire trucks and was informed of possible flap damage. [We] taxied to gate uneventfully. Post flight inspection confirmed wingtip scrape with associated damage to flap track canoe on outboard right wing. I believe this incident was my fault for circling too tight to the runway. It would help for additional training on approaches to be given in recurrent training annually.




Synopsis: B737 Captain reported striking a wingtip on landing after a circle to land approach.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Flying VFR with flight following from ZZZ Approach on local flight to maintain currency and run engine during COVID-19 inactivity. I was flying at 500 feet when my ADS-B/TIS traffic alert activated. I observed traffic head on at my altitude about a mile away; opposite direction that appeared to be a small aircraft as well. I immediately turned to the right; and descended to approximately 300 feet. The traffic passed off my left with adequate clearance. As I recovered from this maneuver I found myself around 300 feet over a group of people; possibly violating minimum altitude over persons. Once the traffic passed I climbed to a safe altitude consistent with minimum altitudes for the area.




Synopsis: Pilot reported having to descend to avoid a collision; then realized aircraft may have been too low over a group of people.
Date: 201405
Local time of day: 1801-2400
Location: EWN.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Airport; Procedure
Primary problem: Ambiguous

Narrative: Due to faulty ASOS equipment the visibility was reported by the ASOS as 'Missing'. Without the proper visibility being reported; we were required to divert to PGV and land. Faulty FAA ground equipment and lack of an approved weather observer at night in EWN. The FAA will not allow us to land. Contacted Dispatch; and EWN operations; and diverted. The FAA will not allow us to land under Part 121 even if we have the required inflight visibility. It must be reported on the ground by an approved source. This needs to be changed! If the flight crew believes the weather report is inaccurate; and has the required inflight visibility; they should be able to land the aircraft. These rules defy common sense; and should be modified. Problems with the ASOS in EWN continue to be a problem where incorrect visibility is often reported by this machine due to its close proximity to Bryce's Creek and advection fog obscuring the machine; and not the airport. My suggestion for improvement would be to either have the FAA move the ASOS machine to a more suitable location; or do what we used to do by training some of our ramp employees to be certified weather observers and give them the ability to correct the ASOS machine if it is in error.




Synopsis: Air Carrier Captain laments the requirement to divert when the visibility is missing from the ASOS report for their destination airport and no approved weather observer is available.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Other All Phases
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I received the second dose of vaccine against SARS-CoV-2 (virus that causes COVID). The vaccine is highly safe and effective; but clinical data show that many people have minor side effects like fatigue; muscle pains; headache; and flu-like symptoms. The FAA requires a 48 hour waiting period after administration of this vaccine for that reason.I had not reviewed the FAA circular. I concluded that it would take longer than the flight I had planned for any potential side effects to develop; so I launched on a 4 hour flight. Towards the end of this flight; I made an unscheduled fuel stop and started to develop a mild headache. Recognizing that these might be symptoms related to the vaccination; I grounded myself. Later that evening; I developed symptoms that were severe enough that they would have presented a safety issue; had I been operating an airplane.I neglected to review the FAA circular in advance of this flight. A 48 hour delay after vaccination would have prevented the possibility of experiencing symptoms that could present a danger during flight.




Synopsis: GA pilot reported receiving the COVID-19 vaccine and flying before the 48 hour wait period requirement.  Pilot did not read the FAA circular regarding the vaccine and developed a headache during the flight.
Date: 201504
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Other / Unknown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft; Chart Or Publication
Primary problem: Human Factors

Narrative: The event took place two hours prior to end of shift [before dawn]. I was working alone. I was working a task card to clean the main aircraft battery charger rack and APU battery charger rack. I started with the Main Battery Charger. Power was off of the aircraft. I pulled the [C/B] breakers for the main and APU battery chargers. I went into the forward E/E Bay with cleaning rags and my tools. After disconnecting the main battery charger; I was removing the charger from the shelf and it arced. The rags caught on fire and very quickly the insulations blankets. I got out of the E/E Bay and yelled to a coworker to call the fire department. I ran up the stairs to the plane and got one of the on-board fire extinguishers. I went back to the E/E Bay and extinguished the fire. After the event I went for medical treatment.




Synopsis: An Aircraft Maintenance Technician (AMT) reports about a Main Battery Charger that arced during removal for cleaning of the battery charger shelf in the E/E Bay; on a B757-200 aircraft. Power was off the aircraft and C/Bs for Main and APU battery chargers were pulled. The arc caused the cleaning rags and insulation blankets to catch on fire. Technician acquired an onboard fire extinguisher and extinguished the fire.
Date: 201412
Local time of day: 1801-2400
Location: SDF.Airport, KY
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SDF
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Chart Or Publication; Airport
Primary problem: Human Factors

Narrative: We were cleared to taxi to Runway 35R via taxiway G; Runway 11; taxiway D on taxiway D; we were confused by the markings at D-D1. The yellow lights were flashing on D; and the markings were nonstandard. We turned at D1 rather than the end at D. We took off at D1 rather than the full length. I checked the performance numbers; at a safe altitude; and we had plenty of safety margin. What's up with the markings on taxiway D?I should have reviewed the airport diagram better. We had planned on Runway 35L for departure; and talked about the displaced threshold.




Synopsis: A B737NG departed SDF Runway 35R from Taxiway D1; rather than Taxiway D; as cleared by Ground Control.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Had a ground loop on landing rollout resulting in runway excursion.  No one was injured and there was no substantial damage to the aircraft. The winds were light and variable.




Synopsis: Pilot flying S-7LS aircraft reported ground loop on landing rollout.
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: With battery powered wheelchair boarded; flight crew asked Ramp and Operations several times for proper colored slip documentation. After several discussions. Ramp provided a hard copy document indicating this was in place of the colored slip document and showed DG boarded. ACARS [message indicated] Miscellaneous: DG showed No Dangerous Goods Boarded; however Ramp had confirmed the wheelchair had been boarded.Captain accepted this as correct documentation of the DG and departed for ZZZ. Upon review of the FOM; the pink slip of the only acceptable document to be provided to the Flight Crew by ramp for this type of DG.




Synopsis: Air Carrier Captain reported receiving improper & incorrect documents at departure. Flight crew provided a hard copy Hazmat document in place of company required 'colored slip' in violation the FOM procedures. Additionally; ACARS message to flight crew indicated no Hazmat on board.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Odor in aft galley. Flight attendants reported metallic smell in galley after pushback back from gate. Check galley and lavatory extensively for location of smell. Pilots returned to the gate immediately. Passengers deplaned aircraft; fire crew was called to assess. No additional information.


Second narrative: After doing the demo; I walked into the rear galley. I immediately smelled an intense metal burning smell. I removed my mask and asked the C FA if he smelled it too. He pulled his down and said he did. Pilots announced FA's to be seated. I called the A and said call the pilot and tell them to not take off because of the smell. C FA and I began touching all the surfaces to find any hot spots. He checked the lavs. Called pilots and told them the smell was the strongest from ovens. He said we were going back to the gate and deplaning. Pilot made PA at arrival to gate we were deplaning to take their belongings due to unusual smell. Non rev pilot came to the back and said he smelled it too. Fire dept met plane. After deplaning fire dept came on board and said they also smelled it. Capt also smelled it. Mx was called. Mx did not seem to believe us at first and did not smell anything. Later after hours of them being on the plane another mx worker said he smelled it and that it got stronger at different times.Mx to take people more seriously and try not to talk down to people


Synopsis: Air Carrier Flight Attendant reported 'metallic' odor in the aft galley during taxi. The flight deck was notified and the flight returned to the gate.
Date: 201408
Location: CLT.Airport, NC
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower CLT
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: I have flown professionally for a number of years and have never experienced conditions as bad as the intersection of Runway 18L and 23 at CLT. There is a dip on both sides of 18L that is so severe that we are almost launched into the air when we reach the dip. The main struts must be almost fully extended because once we settle back onto the runway our struts are fully compressed and we normally remark about how well built the main tires must be to keep from popping. We were told by the Tower that these trenches were there for water channeling.  I've never been to an airport that channeled water in this manner. This system can't be good for an airframe.

Callback: The reporter clarified that he was infact departing Runway 18L and that his aircraft does not accelerate as rapidly as one might expect; attaining about 80 knots as it crosses Runway 23.



Synopsis: CE750 Captain describes the dips in Runway 18L as it crosses Runway 23 as likely to be over stressing the airframe.