elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Light: Daylight
Aircraft: B737-700
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)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Company Policy
Primary problem: Company Policy

Narrative: Captain came out for lav break. I went in to the cockpit. First Officer said he was going to do the same but there was a delay in him coming out. Once he came out; not sure how door got closed but it did. Immediately Captain called and said she was reopening the door so I could come in.




Synopsis: A Boeing 737 Flight Attendant reported the cockpit door closed before she could get in to relieve the First Officer for a lav break.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated; General Maintenance Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Attempting to land at [a private airport] with 3500 [feet of] runway was unsuccessful resulting in running off the north end of runway by approximately twenty feet landing in a water pond completely submerging the airplane in water. Evasive action was near impossible as there were no less than three other aircraft flying overhead on a fly-by no more than 50 feet above me. Attempting to power had resulted in a midairup to go around would  collision due to the close proximity of the overhead aircraft. No air traffic control was provided for approach; landing; takeoff and fly-by of aircraft. It is a see and be seen approaches; departures and fly-bys. There were no injuries sustained and damage was confined to aircraft; to include aircraft completely submerged in water; right center section of wing bent by coming into contact with small 2 [inch] - 3 [inch] diameter tree at edge of water; left and right wing tips; left and right wheel pants and both cowling cheeks upon coming into contact with water. I had no physical impairments or illnesses prior to; during flight and subsequent landing. Not on any medication affecting performance or judgment. My decision to go into the water resulted in damage to my aircraft to avoid injuries to bystanders and aircraft flying overhead.




Synopsis: While attempting to land at a private airport; the pilot of an experimental aircraft was unable to stop on the usable runway. Fearing a conflict with overhead aircraft if a go-around was attempted; the pilot ran off the end of the runway and into a pond.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [At] cruise; smelled like wire burning; put masks on; then visible smoke [was] coming from pedestal. Flew barber pole until approximately 15 km; landed; shut down airplane no more visible smoke; but still bad smell in airplane. Kept masks on [and] opened windows. Opened door; smell dissipated; deplaned. Mechanic found fire/overheat system circuit breaker popped wires were burnt. He told me Maintenance Control advised him this [has happened to several] airplanes. They believe alcohol from wipes is shorting out wires.




Synopsis: Air carrier Captain reported smelling a burning smell during cruise.  Post-flight Maintenance briefing advised the pilots alcohol from wipes may be shorting out wires.
Date: 202007
Local time of day: 1801-2400
Location: Y23.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G Y23
ATC / advisory: UNICOM Y23
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While landing Runway 17 at Chetek Municipal Southworth Airport (Y23) at dusk; an unlighted powered parachute; with no lights made a radical and unpredicted turn into the final segment of Runway 17. Evasive action was taken to avoid colliding with the powered parachute; a hard left bank and climb was initiated to avoid the unlighted powered parachute at dusk. Powered parachutes tend to fly out of Y23 in the evening time but are always lighted and typically communicate over the multicom.




Synopsis: Pilot reported a NMAC with a powered parachute while on final approach to Y23.
Date: 202202
Local time of day: 1201-1800
Location: VIS.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E VIS
ATC / advisory: CTAF VIS
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Confusion; Time Pressure
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
Result: Flight Crew Took Evasive Action

Narrative: I was returning to my home airport and was aware of a couple of light aircraft in the traffic pattern. As I approached on a 45 to Runway 30 one of the aircraft had made a touch and go and had turned to crosswind. Both of us were making proper position reports. From his radio calls I felt I would be ahead of him but stayed outside a normal traffic pattern to ensure good separation. I was at about 1100 feet when I spotted the other aircraft in front of me at about 1130 position and slightly above me. At the same time I received a warning from my TCAD. I maneuvered lower and to the right of the other aircraft to ensure separation; since my speed was greater than his. I passed about 100 feet below and 300 feet to the right of him and landed without incident or other conversation with the pilot; other than normal position reports.I was surprised that he was that wide on downwind and was actually in front of me. In retrospect I should have been even further away from the airport on downwind and at a higher altitude to avoid any possible conflict.




Synopsis: Pilot reported a NMAC while entering the traffic pattern at a non-towered airport. Pilot maneuvered past the aircraft and landed.
Date: 201210
Local time of day: 1801-2400
Location: MDT.Airport, PA
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class D MDT
ATC / advisory: Tower MDT
Second aircraft: Hercules (C-130)/L100/382
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On the Captain's leg we received a stick shaker on very short final due to a C-130 that executed a practice go-around. The Captain landed uneventfully. The threat was the C-130's wake. I believe the Captain decided to land due to the aircraft close proximity to the ground and the lengthy runway. At that exact moment I felt like my attention on the aircraft remaining in a state where it was able to make a safe landing was a correct one. I feel that second guessing the Captain's decision to land or taking the controls would have been more dangerous due to our proximity to the ground.




Synopsis: CRJ-200 First Officer reported receiving a stick shaker on very short final from a preceding C130 wake vortex. Captain continued the approach to a normal landing.
Date: 201810
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On arrival to APA. Moderate turbulence over the Front Range north of Denver. ATC vectored us east of downtown enroute to APA. Declared airport insight and cleared for visual approach. Had the RNAV GPS RWY 17L set in FMS for awareness and set 6800 ft in altitude alerter for mandatory altitude at LOWRE intersection. Position about 8 miles NW of APA. TCAS indicated two contacts; one along the extended centerline to 17L that appeared to be traveling north and another west of the airport in a right downwind for 17L. ATC recommended we turn to right base; which was outside LOWRE for aircraft to our east; traveling north; but we opted to continue on our angled course to join between LOWRE and CENTN (FAF) because the left turn to right base would have created conflict with that aircraft. The two other aircraft indicated +/- 100-200 feet vertically around our position. As we continued the aircraft to the east appeared to turn towards us while the one in the right downwind continued northbound; both closing our position. I turned off autopilot; turned southbound; and immediately descended below both aircraft about 200 feet as the SIC recommended we descend. TCAS gave us a TA but no RA. With both aircraft insight we then made the left turn to right base and conducted a stable approach visually to 17L.ATC and crew were aware of all aircraft and the situational picture but not the intentions of the other two aircraft other than they were in the pattern for 17L at KAPA. Thinking about and discussing our options afterward; we talked of how we could have just requested the actual IFR approach or having seen the aircraft on TCAS; asked tower if we could turn southbound to turn back for a 45 degree entry into the right downwind.




Synopsis: Fractional Captain reported evading two aircraft while on approach to APA.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight; Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the first takeoff attempt when we were cleared onto the runway; the Captain's PFD & ND failed along Yaw Damper; Pressurization panel; and L IRS. We told Tower we needed to clear the runway; called Dispatch; and returned to gate. Maintenance replaced L IRS however there were still issues. The Yaw Damper would not engage and the left stall warning would not test. The items were deferred and we attempt to complete the flight.On the second takeoff; airspeeds matched at 80 kts but soon after takeoff; Captain's airspeed indicator malfunctioned along with the Captain's altimeter. First Officer's and standby instruments agree and Captain's airspeed was indicating greater than 350 kts in the climb which also caused the overspeed warning to activate. We called company on Arinc because the ACARS had also failed and planned for an air return. We were also getting multiple other false warnings such as; but not limited to the PSEU; which is supposed to be inhibited in flight. Also received several false stall warnings. During our first approach attempt we received a wind shear report so we discontinued the approach; on the second attempt we landed without further incident.Aircraft X had a history of avionics problems. Captain's airspeed indications had been written up by a previous crew also. The cause of the problems wasn't identified before our flight and actually got worse.When an aircraft has multiple similar issues; ground it until the problems are positively identified and corrected; even if it takes days before it's released for flight.




Synopsis: B737-800 flight crew reported multiple system malfunctions; resulting in a return to the departure airport.
Date: 201808
Local time of day: 0601-1200
Location: IDA.Airport, ID
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was cleared for an ILS approach via the SABAT transition. The transition altitude all the way to the localizer is 11;500 feet. The pilot descended to 9;500 feet. I checked the approach plate to see if there was a descending altitude on the transition that I missed; but I couldn't see one; so I queried the pilot about the procedure. He said I was correct; that the transition altitude remained at 11;500 feet. I gave the pilot a low altitude alert; then climbed him to the MIA [Minimum IFR Altitude] of 10;000 [feet] and vectored the aircraft onto the localizer.




Synopsis: Salt Lake ARTCC Controller reported an aircraft descending below a transition altitude by 2;000 feet.
Date: 201503
Local time of day: 1201-1800
Location: PBI.Airport, FL
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arrival to gate at PBI. The Number 1 engine was running while we waited for the ground power to be connected. We got an ECAM that the forward cargo door was opened and then shortly after the rear cargo door was opened with a second ECAM. I feel this is a serious safety concern because there are personnel approaching the aircraft with an operating engine. The danger is both in front of the engine; i.e. the fan; and the rear of the engine with the exhaust. I believe that all personnel should remain clear of the aircraft until the engines are secured. Instruct all station personnel that they are not to approach the aircraft while an engine is running due to the danger both in front and back of the engine. Make this a company wide standard/policy. That they are not to go past the nose wheel aft while the engines are running.




Synopsis: An A319 Captain reported he was concerned when ramp personnel began working around the aircraft after taxi in while an engine was still running.
Date: 201405
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dusk
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Left main landing gear failed to extend due to obstruction between the tire and the wheel well. Back up system of manual pump down failed to extend gear and overcome obstruction.




Synopsis: Experimental aircraft pilot reports failure of the left main landing gear to extend due to interference between the tire and the wheel well. The manual pump is unable to overcome the interference.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Panel
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Other During Maintenance
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A B737-800 aircraft was just lowered from jacks after all three landing gears were replaced. Mr. Y and I were assigned to service all three landing gear struts. All gears had a nitrogen pre-charge that had to be removed prior to service with fluid and a final nitrogen charge. I cleared the aircraft of obstacles and connected tooling to deflate the left Main Landing Gear (MLG). I told Mr. Y and other technicians that the aircraft would be lowered. An Inspector was on a ladder in the left main landing gear wheel well when I was connecting the tooling; but was not there when I started bleeding the left main landing gear. The Shift Manager walked up and started talking to us at this time. A crack was heard and we saw the ladder the Inspector left in the wheel well under the keel beam area. We raised the left main landing gear to remove the ladder and saw that a panel and an intercostal had been damaged.Increase communication with everyone working around the aircraft. Pay more attention to clearing aircraft for Operational (Ops) Checks; etc.; and [do] not be distracted by others. [I] will not assume everyone will remove ladders etc. from around aircraft. Asked Supervisor and Lead Technicians to hand out all work cards and documents related to job assigned at start of shift. Not all related work cards were given to us at beginning of the job assigned.Tools (ladder) were incorrectly used; not moved away from aircraft after completing a task. All applicable work documents were not handed out at the beginning of job assigned. Talking with Shift Manager while job was in progress [was a distraction.] Complacency. Workplace distractions; interruptions. Physical health. High noise levels.




Synopsis: An Aircraft Maintenance Technician (AMT) reports about damage to the keel beam area of a company B737-800 aircraft when a left Main Landing Gear (MLG) was deflated. Contributing factors were heat; noise; lack of communications; distraction when Shift Manager started talking with the crew and maintenance work being accomplished during the MLG deflation.