elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This morning the aircraft had to make an abrupt stop while taxiing to the runway and forced me to fall backwards hitting the metal part of the R2 jump seat. The pilots said a cargo cart crossed their path. They also reported the action. I thought I was ok; but now my back is starting to hurt; even to the touch.




Synopsis: ERJ-170 Flight Attendant reported her back was injured when the aircraft came to an abrupt stop to avoid a collision with a baggage cart.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Automation Overrode Flight Crew; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: We were cleared to cross XXL and hold short XXR.  Now; normally I try to hold well short of hold short lines in order to keep the stupid RAAS from shouting out Useless Communication Inhibitors (UCI's); but at this airport there is barely enough room to wedge a 737 between the two runways.  Sure enough; as we rolled to a stop at the XXR hold short; Tower tried to issue a clearance; likely my Company Somebody or Other About Something Fairly Important; but the RAAS blasted off and we couldn't hear a thing.  Upon asking for a repeat; we learned to our non-surprise that Tower had in fact tried to clear us for takeoff; but of course receiving and understanding that clearance is not as important as hearing the RAAS shout that we're approaching a runway that we're already stopping short of.  In all the years this safety hazard has been inflicted upon us I have yet to hear a single LINE pilot not say that it sucks.  And that's putting it politely.




Synopsis: A B737 Captain reports the EGPWS RAAS is a safety hazard because it interferes with important communications in untimely circumstances.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Single Engine Turboprop Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I met our two passengers at the FBO door. A lineman and I unloaded their vehicle onto a dolly and the lineman pushed the cart out to the aircraft where the First Officer (FO) was waiting to receive the baggage. During the walk out to the aircraft; I noticed that one of the items on the dolly was a locked rifle case. Since we were doing an owner flight in the '135 only' aircraft; this flight would be operated under Part 135 rules; which meant that I needed [Operations] approval to carry firearms. The lineman handed the baggage to the FO for weighing and loading through the cargo door while I called [Ops] for approval (granted) from the cockpit. After landing in ZZZ1; the FO exited the aircraft and took his position outside of the cargo door. Once the passengers departed; I went to the back of the cabin and began offloading their items from the cargo area. While unloading a cardboard box; I could see that one of the items was cylindrical with a bright orange cap (the box top flaps were folded over; but not taped shut). I maneuvered the box to get a better look at the item without opening the box and rummaging through the owner's items. It did appear to be a can of bright orange spray paint. The owner was standing a few feet from the cargo door; so I asked him if the item was a can of spray paint. He affirmed that it was. I politely informed him that for future reference; we cannot transport cans of spray paint since they are considered to be a flammable aerosol and HAZMAT. He said he had not been aware but that it made sense and he apologized for the error. When I had a chance that evening; I emailed [Ops] to discuss the event and plan to complete a DOT incident report for 'undeclared hazardous material found in cargo or baggage.' We currently provide owners with HAZMAT guidance in the Owner Handbook and to charter clients on the Terms and Conditions. However; without actually opening their baggage and inspecting it prior to loading; we cannot fully prevent them from carrying HAZMAT without our knowledge. Had the cardboard box been taped shut; we would not have detected it in this case.




Synopsis: Air taxi Captain reported undeclared HAZMAT inadvertently transported.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Fatigue; Other / Unknown; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: ATC asked us to maintain 190 [knots] to ZZZZZ; I realized that might be a little tight; but I thought it would work if configured a little early.  I was referencing the radar altimeter throughout and as the speed was not coming off as I would have liked I believed it to be manageable. I thought I had an additional 300-400 feet to configure to flaps 30 for landing; when I heard the 1;000 foot call. I [immediately] executed a go-around for being unstable.Cause -  1) Length of time between flights. 2) Long day.  3) High rate of speed to FAF.Knowing how little I have been working; I should have been a little more aggressive in my SA (Situational Awareness) and planning.




Synopsis: Air carrier pilot reported an unstabilized approach resulting in a go-around.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Twenty minutes into the flight; ATC told me to go to 8;000 feet.  I was on autopilot - A G1000 glass cockpit with a GFC700 autopilot.  I set us up for 8;000 feet and we simply blew straight through it.  I evaluated and couldn't figure out why this happened; so I disengaged the autopilot to fly by hand and re-establish; but it wouldn't disengage; and I was still climbing.  I attempted to disengage using the AP Disc Switch; AP button; MET; and I pulled the circuit breaker but the autopilot would not disengage.  I pushed with all my might against the yoke; and my copilot had her knees buried in the yoke just to get the aircraft to stop climbing.  We reduced power and I came left as I called 'mayday'.  ATC asked if I wanted to declare an emergency; and I asked to go to [a nearby airport].  ATC asked if I wanted [a closer airport] but I didn't feel I had enough control of the aircraft to burn that much altitude.  We worked our way back to [my preferred airport] based on power reductions and slow; painful turns.  Every time I tried to override the autopilot to the right; we shot straight up.  ATC was great; [and] I finally got [destination Tower] on the radio and advised them of my situation.  They attempted to walk me through all of steps I had already taken; and finally said there was no other alternative but to do a landing using only manual trim and power.  We lined up a long 8-mile final approach with direct headwinds and came in with no flaps; and no real yoke control.  We landed safely.

Callback: Reporter stated initial maintenance inspection was unsuccessful in duplicating problem; and the aircraft was released for use. A few days later; the aircraft (flown by another pilot) experienced a runaway trim; and while working on that problem maintenance experienced the same issue of the autopilot failing to disconnect.  Current theory is that reporter experienced simultaneous autopilot failure to disconnect and runaway trim; and autopilot is still being analyzed.



Synopsis: C182T Pilot reported he could not disconnect his GFC700 autopilot; causing control difficulties. Pilot declared emergency and diverted to a suitable airport; where a safe landing was made using manual trim and power for control.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Super King Air 350
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Embraer Phenom 300
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A Phenom was descending on the arrival. The aircraft entered the sector at FL190; when the aircraft entered my airspace; I gave the pilot a decent to 140. The pilot hesitated in his response and read back descending to one zero. The transmission was weak and I missed the bad altitude. The Phenom had southbound traffic a B350 at 130 with a restriction to cross the intersection at 040. When I saw the Data Block of the Phenom drop below 140 I queried the pilot and asked to verify level at 140. I think I was stepped on; or the pilot didn't respond; and I asked again to verify level at 140. This time the pilot said no; [they] were descending to ten. I told the pilot of the Phenom to stop his descent but by this time separation had been lost. I'm not sure what I can say; the only thing I can recommend is to be ultra vigilant in making sure that the proper read back is gotten for every transmission.




Synopsis: Enroute Controller described a NMAC situation when he failed to note an incorrect descent clearance resulting in the conflict.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Time Pressure; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Object
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were put in a rush situation to move 2 airplanes after lunch from ramp to hanger; per management for inspections. I was right seat for the taxi operation and called Ground Control confirming taxiway was active for us and was cleared to taxi on [taxiway]. After starting to taxi; we were stopped in a partial turn by ground and told to use [taxiway] to exit ramp instead of [taxiway] and needed to turn. We were already pulled out a little and turned to the opposite direction; so as we made a tight left turn to the correct direction and the right winglet impacted an object next to the taxiway in front of ramp.Do to the extraordinary circumstances of the Coronavirus pandemic and the subsequent urgent grounding and parking of the majority of our airplanes; there was an urgent rush to evaluate and sanitize airplanes which involved relocating some airplanes after already parked on a cramped ramp in which we were given very limited information regarding the rules of the agreement made with FBO on movement of airplanes on their cramped ramp and taxiways. Also; game plan changes several times a day made it hard to stay focused on the current task when we were getting reassigned midway through tasks several times a day.I would suggest to make higher up management do a briefing before starting on a complex task like we had because of the Coronavirus pandemic; don't ever get in a rush no matter the circumstances or management requests and always tow on and off of unfamiliar ramp areas.




Synopsis: Maintenance Technician reported a collision with an object while taxing aircraft for maintenance. The rush to ground planes due to the COVID-19 pandemic was referenced as a contributing factor.
Date: 201410
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; Icing
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We were in] IMC; rain; engine anti-ice on; light to moderate turbulence. FL330 climbing FL370. First Officer and I noticed strong electrical-burning smell. Smell increasing in intensity. Flight Attendants in both front and aft report smell as well. No visible smoke. Donned O2 mask and accomplished 757 QRH smoke/fire/fumes checklist. Within 60 seconds of turning the utility busses off the electrical-burning smell began to diminish. Within 120 seconds electrical-burning smell was just a faint odor. I confirmed this with the flight attendants. Instructed them to immediately report if the smell returned. No electrical-burning smell noticed after five minutes. No popped circuit breakers; no warning lights; no EICAS messages.  Dispatch notified. Emergency declared. Diverted to [a suitable airport]. Divert [to a different/closer airport] considered but both myself and First Officer felt the component which caused the electrical-burning smell was no longer electrically powered and that the condition was stable. We had [other] enroute emergency alternates if the smell returned. I did not re-establish any system which was shut off during the QRH procedure. Flight landed uneventfully. Aircraft taken out of service. I believe the quick action of the flight crew in detecting and identifying the electrical-burning smell and quickly removing electrical power via the checklist prevented smoke accumulation in the cabin.




Synopsis: B757-200 Captain reported diverting to a suitable airport after a utility buss began generating an electrical burning smell.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Parked
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Service/Access Door
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Manuals; Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Aircraft climbed through constant light chop from 8;000 feet to FL250. As we were climbing out of FL250 to F 380; we heard and felt a vibration in the cockpit. All engine instruments looked normal. Upon further inspection; we suspected it was coming from the external power receptacle door. I did an in-flight phone patch with Dispatch through ZZZ OPS frequency and informed our Dispatcher of the situation. I wanted to discuss the situation with Dispatch because I didn't want to take an aircraft headed to ZZZ1 next to a non-maintenance base if the vibrations were not caused by the suspected external power receptacle door being left open. The Dispatcher said we should return to ZZZ if we thought that airworthiness was in doubt.The First Officer and I discussed the situation and we had no doubt about the airworthiness of the aircraft. We decided it was Safe and prudent to continue to our destination. The noise and vibration stayed constant throughout cruise and did not let up until we slowed down in the arrival and approach phase. Upon arrival at our destination; ZZZ2; the ground crew said the external power receptacle door was fully opened at 90 degrees when we arrived. Local ZZZ2 Maintenance was there to meet the aircraft and inspected the door. Logbook entry was made. Dispatch and ZZZ3 Maintenance Control were notified.This small mistake could have led to an inflight return. Maintenance Control told me that this error has happened many times already because the Ground to Cockpit communications panel is not in the same place as the ground power receptacle for the 737 Max. I hope Ground Ops gets more training on this difference and hazard.Pushback Crew forgetting to close external power receptacle door.




Synopsis: B737 MAX 8 flight crew reported inflight vibration caused by external power receptacle door left open by ground operations personnel.
Date: 201307
Local time of day: 1201-1800
Location: ETAR.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ETAR
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approach to ETAR daylight; CAVOK; ILS Runway 09.  We were about 6 NM out tracking the LOC inbound to Runway 09.  The First Officer (PF) had just called for gear down as we intercepted the glide slope and Approach (GCA controller) directed us to contact Tower.  At this point we got the EGPWS WARNING: TERRAIN TERRAIN PULL UP PULL UP.  We had the field insight and were on the glide slope with the PAPI clearly visible.  It was a major distraction at a busy time.  I directed that the EGPWS be overridden and I contacted the Tower and obtained Landing clearance.  We completed an uneventful landing on Runway 09.  Had this happened at night or in IMC we would have executed an immediate missed approach.  I suspected a database corruption.  Some airports that we operate into are not in the database or a particular runway is not in the database; in these situations we are directed by the briefing page or by Notam to place the EGPWS system to OVERRIDE prior to conducting the approach to avoid a FALSE EGPWS WARNING.  At ETAR we had no such information to go on.  In the past I have made several arrivals at RMS uneventfully and I remembered no special EGPWS instructions.  EGPWS is a vital safety system along with TCAS and is in my opinion is one of the most important enhancements to SAFETY that we have adopted in the past 20 years.




Synopsis: B747 Captain reports a false EGPWS terrain warning during ILS to Runway 9 at ETAR in day VMC.  The system is overridden and the approach is continued to landing.
Date: 202012
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: There was a family in exit row. They were not compliant with mask policy. We asked for a Supervisor to come on board to talk with them because it is an X hour flight.  We were close to push when the Sup came on.  I forgot to brief the exit row.I realized it when we were going up in the air.  The Captain dinged us at 10;000 [feet].  I made sure it was safe and A made her announcement.  I got up and briefed the exit row.




Synopsis: Flight Attendant reported that they forgot to brief the exit row because the passengers were not compliant with face mask policy and a Supervisor had to speak to them.