elihoole/asrs-aviation-reports huggingface dataset:
Date: 201204
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Many separate problems with the Flight Plan. First it arrived 23 minutes late. I call the Dispatcher and noticed RLSE 02 and he said 'ZFW went down and redispatch plan wouldn't take in the computer; so I guess your still on 5%.' I was confused and asked him to send it to me; then once I saw it maybe I could figure out what he was talking about and that was another 6 minutes then the printer failed. Once airborne we lost data link around 80N and I attempted probably 15 times over the next 90 minute to contact any LDOC [Long Distance Operational Control] or Commercial Radio facility printed on the Arctic/Polar chart but never a response. I did send a full position report with FUEL and asked GANDER on HF to send to the company at NEUTR but after that lost them; but got Magadan OK at NALIM but no data link comm until just short of KUBON. We did comply with the 90 minute reporting on the 5% OPS SPEC B343 but can't prove it and Dispatch claims they never received the NEUTR report from Gander. The Dispatcher said he was filing a report and told of us of all the shortcomings in the computer system and I concur that we should no longer dispatch above 80N on the 5% because it's very difficult to comply since LDOC is about 50/50 over many years of trying.




Synopsis: Air Carrier Captain laments his company's computer flight plan and the poor communication capability above 80N.
Date: 201404
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operating under: Part 135
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew; Person Observer
When detected: In-flight; Routine Inspection
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Landed at the receiving hospital following a scene flight. On walkaround inspection found that the helipad perimeter chain was broken. Ambulance personnel that witnessed the landing stated that the chain had been broken by the helicopter on landing. Upon inspection of the helicopter; found that both of the tail rotor strike indicators had been bent flat and that both of the abrasion strips had impact damage. The lower vertical fin had paint matching the perimeter chain. I had no indications from the cockpit that I had contacted anything on landing. Need to position aircraft forward of the helipad 'H' to ensure adequate tail rotor clearance.




Synopsis: Helicopter pilot discovers during post flight and is informed by observers; that the tail rotor had contacted the perimeter chain during landing severing the chain.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I took off with full fuel; 36 gallons; that I verified on the ground. I used [a] website to plan the flight. At 110 knots TAS [my route] was planned to take 3:45. Using the performance charts I estimated 2.9 gallons to climb to an altitude of 8;500 feet and then a fuel burn of 8 gallons per hour in cruise.Approximately 15 NM from my destination the engine began to sputter and power was reduced. I had begun a descent at the request of Approach from 8;500 feet to 4;500 feet. When I recognized the fuel starvation I informed ATC and requested vectors to the best landing area as well as information on the local terrain. There was also a 172 in the area that gave local information. I spotted a nice field with little obstruction and chose to land at that spot. I was able to make the approach to landing without further incident.After landing; with the assistance of the landowner; I purchased 10 gallons of auto fuel at a local gas station and poured 5 gallons in each wing tank. In the process spilling around .5 gallons from each tank.After being released by the local authorities and the FAA I started the aircraft; performed a run-up and attempted to take off. During the roll; at 40 KIAS I hit a small bump that made the aircraft become airborne with the stall warning horn. I rejected the takeoff and came to a stop at the end of the runway.I taxied the aircraft for a longer takeoff roll and attempted to depart again. I was able to depart the field and land at my destination without further incident.




Synopsis: C172 pilot reported making an off airport landing because of fuel starvation.
Date: 202104
Local time of day: 1801-2400
Location: AVL.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During our approach briefing; First Officer pointed out that there was an antennae approximately nine miles to the southwest of AVL that is 5;049 feet tall and that Approach Control would leave us high until we were clear of that. While approaching the airport; we were given a descent from 6;000 feet to 5;100 feet. It was during this descent that we received our 'Terrain' GPWS caution alert. We were on vectors at this time due to the First Officer requesting vectors for our RNAV 35 approach. This was done because Center had left us at a high altitude until about 15 miles from AVL and we needed time to descend. Our position at the time of the GPWS caution was approximately 2.5 miles to the southwest of the fix ZICZU. Immediately upon receiving the caution; we notified Approach Control; and added that we were now climbing to 6;000 feet. I then reminded the First Officer that there was a note on our Jeppesen REF plates that says that high rates of descent could result in GPWS alerts (our descent rate was approximately 1;500 FPM). The cautions did not stop until we were at 6;000. Approach Control replied that the Minimum Safe Altitude in that region was 5;100 feet and that we were fine. Upon reaching 6;000; we informed Approach Control that we had AVL in sight. We were cleared for the visual and turned towards the final approach course. Once we were established; we descended down to 4;200 feet for the fix ZICZU and continued the approach. We received no further GPWS alerts.We complied with the GPWS caution directive to 'Pull Up' that we received during our climb to 6;000 feet. Perhaps the northwesterly winds had blown us close enough to the fix AVEBE which is about 13 miles to the southwest of AVL that the terrain database triggered the GPWS alerts. The Minimum Safe Altitude in this region is 6;200 feet. In the future; I could not descend as fast as 1;500 FPM and can be more proactive at requesting a lower altitude from Center well before entering the terminal area.




Synopsis: Air carrier Captain reported a GPWS event during approach to AVL airport requiring a pull up maneuver.
Date: 201311
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Reaching top of climb; we got a master warning FUSELAGE DOOR and; upon consulting the doors page on the MFD; the galley service door showed open. There was a pressure 'bump' when the warning occurred but within 15 seconds the pressurization system returned to normal. Per the checklist we consulted with the aft Flight Attendant and she visually confirmed that the galley service door handle was no longer locked. We advised her that; per the checklist; she should not touch the door and could reposition herself to a passenger seat if she felt that was a safer option. She chose to move to row 18. The checklist advised to LAND IMMEDIATELY AT THE NEAREST SUITABLE AIRPORT. We consulted with Dispatch and decided to divert to ZZZ; which was our closest airport in terms of time. Advised ATC; FA and passengers and continued to a normal landing. The passengers were bused to their destination and we went to the hotel for a much needed rest.




Synopsis: A Q-400 flight crew diverted to the nearest suitable airport when the aft galley door came unlocked during flight.
Date: 201702
Local time of day: 1201-1800
Location: MTJ.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
Airspace: Class E MTJ
ATC / advisory: CTAF MTJ
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taxiing for takeoff at MTJ. As we approached Runway 13/31 I advised my First Officer (FO) that we were about to cross a runway. I looked left and called clear left. He looked right and said clear right. I asked him to announce our crossing. He did so. After crossing 13/31 on our way to 17/35 I noticed that the frequency was awfully quiet. I looked down at the FMS and saw that my FO had inadvertently put in 122.28 instead of 122.8 for the UNICOM frequency. After he corrected the frequency we heard the conversation of a small low wing airplane that had apparently aborted his takeoff on Runway 31 because we had crossed it. He sounded upset and said that we had made no calls and crossed his runway. Realized only after we heard the conversation on the proper Unicom frequency. My FO inputting the wrong frequency for Unicom into the FMS. Also; my FO failing to see the departing traffic when he cleared right. The only reaction after the fact was to acknowledge that my FO had failed to see the departing traffic on Runway 31. To be more vigilant when inputting frequencies into the FMS and making sure the runway is in fact clear before crossing the runway.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Business jet flight crew reported crossing a runway while transmitting on the incorrect CTAF frequency which caused another aircraft to abort their takeoff.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Captain; Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Instructor and passenger were traveling northeast from ZZZ on a training flight; approximately 20 miles north-east of ZZZ; a large amount of smoke was encountered in the cockpit. Instructor immediately closed cabin heat vent; and secured all non essential electronics and opened the windows and cabin vents; executed a 180 degree turn; flew back towards ZZZ and [advised ATC]. Upon completion of the initial actions; smoke in the cockpit was vacuumed out of the cabin and whatever component that was causing it seemed to have been secured; as the smoke stopped. No further issues nor injuries occurred. Upon landing; the plane was taxied back to [FBO] where it was secured and evacuated until cleared by the local fire chief. Upon the chief clearing the aircraft; it was tied down; chocked; and is awaiting further action by [FBO] personnel.




Synopsis: C-172 Flight Instructor reported encountering smoke in the cockpit and returning to departure airport.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: During cruise the Standby Power Off light illuminated. The QRH directed us to place the Standby Power switch in the BAT position; which we did. The First Officer then noticed that the C5 Bat Bus Sect 2 circuit breaker was popped on the P-6-5 Standby Power Control Unit and that the illumination of the Standby Power light may have been coincident with his retrieving his personal bag from the area in front of the P-6- 5 panel and possibly inadvertently pulling it out. We contacted Dispatch and advised Maintenance of the situation but they did not want us to reset the circuit breaker and directed us to divert for repairs. We advised ATC that we were diverting and declaring a precautionary emergency since we did not know if the breaker had popped on its own and the Battery Bus appeared to be unpowered although there was no drain on the ships batteries. Maintenance replaced the Standby Power system and we continued the flight without incident. It would be helpful if Maintenance Control had the ability to communicate to the flight crew the various systems that would be affected when a particular circuit breaker is open.




Synopsis: B737-700 Captain reports the Standby Power Off light illuminated in cruise. QRH procedures are complied with and it is discovered that a circuit breaker is tripped on the P-6-5 Standby Power Control panel. The First Officer may have inadvertently tripped it retrieving his bag from the area but Maintenance directs a diversion for repairs.
Date: 201807
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance; Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Airport
Primary problem: Airport

Narrative: I went to check the cabin temperature for the flight. When I arrived at the gate I noticed pc unit was switched off; and mechanic was walking down the jet bridge. I asked him if [he] switched it off. He said it was cold on board so he switched it off and will call back if it needs to be [turned] back on. While I was inside aircraft checking aircraft cabin temps mechanic told me he smells fuel; I came down the jet bridge and I noticed wet around the pc air unit. So I checked if it's a fuel spill.  Fuel was still dripping out of the unit nonstop; fuel was spilled from the Jet bridge where pc unit was staged to all the way down to taxi lane. I notified my supervisor; he respond quickly and showed up to the gate; he asked me to bring fuel spill cart and we start cleaning the fuel and secured the spilled area.




Synopsis: Ground personnel reported a fuel leak/spill from pc unit on jet bridge.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were flying a Visual Approach. It was nighttime and VMC. At some point below 100 feet in the flare Tower cleared the aircraft on the intersecting runway for takeoff. As our aircraft touched down I visually saw the other aircraft ahead and to the right of us. This means we had not cleared the intersecting runway. To my knowledge they had not started the takeoff roll yet; but they were cleared to takeoff of the intersecting runway before we even rolled through the runways intersection. As we cleared the runway at the taxiway; I queried the Tower and he said that we were through the runway intersection when he issued the takeoff clearance for the other aircraft. This is not true and could have resulted in aircraft damage or injury to those onboard. The Tower Controller had not verified our location before clearing the other aircraft on the intersecting runway for takeoff.




Synopsis: CRJ-900 Captain reported that; while landing; he heard ATC clear an aircraft for takeoff from an intersecting runway before he had rolled through the intersection.
Date: 201507
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Light: Daylight
Aircraft: No Aircraft
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: A controller came in to work.  He called medical to see if he could take some medicine.  They no longer have a doctor on call 24/7.  It is now [three hours later] and we still do not have a returned call from medical about whether or not the controller can work.  Our job requires us to be able to work or know if we are able to work 24/7 so we need to be able to get an answer about medications 24/7.  I don't know when this started but it has been this way for at least 6 months.  From what I have been told the doctor will not accept calls from 10pm till 8am.  I don't know if this is Western; Mountain; Central; or Eastern Time zone.  This is unacceptable.  We need to be able to get an answer about medication immediately.Have someone available 24/7 to answer questions about medications or stop the airplanes from 10pm to 8am.




Synopsis: ZOB Controller reports of a Controller coming to work and attempting to find out from medical if they can take some medicine and work. Time passes and there is no answer from medical. Controller complains about not being able to find out if a Controller can work while taking a specific type of medicine.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Aircraft component: Indication
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure the Number 1 ENG FAIL light illuminated on the CAD and VEMD with no supporting indications of an engine failure. This was a repeat of symptoms that I experienced in this airframe two days ago. I was enroute to home base; severe thunderstorms were expected in the vicinity and there was no means of getting the aircraft under cover at [destination] so I elected to continue. On approach to the hospital the lights extinguished. Aircraft secured; fault written up in logbook and Maintenance alerted. [We] provided Maintenance with observations from this event that differed from my previous event to assist with troubleshooting.




Synopsis: Eurocopter pilot reported Number 1 ENG FAIL light illuminated with no corroborating indications; so he continued to destination. Reporter stated he had seen this same false indication on this aircraft previously.