elihoole/asrs-aviation-reports huggingface dataset:
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Today my student and I were practicing Power Off stalls and as we reached the stall; the engine began vibrating and shaking and then our engine quit. Right away I pitched for the best glide speed and began executing the emergency procedures checklist to get the engine restarted and picked an emergency landing area. I dialed in 7700 on the transponder and radioed mayday. After turning on the fuel pump I cranked the engine over and it started right up. We headed back to the airport for a landing.




Synopsis: C172 Instructor experiences an engine shutdown while practicing power off stalls with his student. After complying with the emergency procedures checklist the engine restarts normally using the starter.
Date: 201205
Local time of day: 0001-0600
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower PHL
Second aircraft: Dash 8 Series Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: [We] landed 27R PHL behind a Dash 8. When we turned off at Taxiway N we could not clear the runway and caused a go around. The Dash 8 was still on Taxiway N just clear of the hold short line awaiting ramp taxi instructions. To our left on K Taxiway was a stopped Airbus and we had no access to K Taxiway to our right. We were still on Tower frequency. The Tower asked if we were clear of the runway and I (First Officer) replied we were not clear. The Tower commanded the aircraft on short final to go around. Finally the Dash 8 moved forward and I contacted Ground Control. The Ground Controller seemed confused as to where we were located. When the Ground Controller finally realized where we were they accused us of causing the go around. I informed the Ground Controller we did not cause the go around and could not climb over the Dash 8. We were then instructed to contact Ramp Control and taxied to our gate.ATC should NOT have aircraft clearing the runway; go directly to Ramp Control. They should ALWAYS contact Ground Control to assure they clear the runway and then pass them on to Ramp Control. Use of Ramp Control to taxi aircraft clear of a runway leads to problems like this.




Synopsis: After landing on Runway 27R at PHL the flight crew of an EMB-145 was unable to clear the runway due to conflicting traffic blocking their egress. An inbound flight was directed to go around as a result.
Date: 202003
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Beech 1900
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X inbound to land ZZZ; level at 8;000 ft. I instructed Aircraft X to pilot discretion maintain 2;000 ft. Between the 8;000 ft. and 2;000 ft. MVA there is a 2 mile wide section of 6;000 ft. MVA. Aircraft X descended very fast and was at 3;400 ft. on the border of the 6;000 ft. MVA leading into the 2;000 ft. MVA. The aircraft was over open water and alert given. One change could be to accurately display MVA vs actual Terrain. The area Aircraft X descended in is directly over open water and was no danger to the aircraft; 6;000 ft. MVA is not needed in this location. I expected the pilot to not descend rapidly; from here on; I will treat 'PD' descents with more positive control and not let this event happen again.




Synopsis: TRACON Controller reported an aircraft descended faster than the Controller anticipatedresulting in a MVA violation.
Date: 202106
Local time of day: 0601-1200
Location: MDT.Tower, PA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MDT
ATC / advisory: Tower MDT
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On final approach to Runway 13 into MDT; we were cleared to intercept the visual final approach course. Due to the haze and unfamiliarity on the airports on separate sides of the river; we mistook CXY Runway 12 for MDT Runway 13. We had the GPS 13 approach loaded for reference due to the ILS 13 being out; but prior to turning inbound on the final we were given a vector for the intercept final approach course. I mistook the Capital City airport (CXY) Runway 12 for MDTs Runway 13. We were asked if we had MDT in sight; thinking we did; and cleared for a visual approach; I made a descent for CXY Runway 12; still not realizing it was not MDT Runway 13. MDT Tower asked then told us we were aligned with CXY and gave a low altitude warning. I immediately added power and climbed. I then aligned with Runway 13 at MDT and landed.


Second narrative: We were approaching Harrisburg Int'l from the west when we were instructed to intercept the final course for a visual approach to RWY 13. It was hazy with visibility low enough that the only airport in sight was Capital City (CXY).  Its RWY 12 is oriented similarly to RW 13 at MDT; so when we were asked if we had the airport in sight; we said we did.  The airport was closer by a few miles than our FMS was indicating so we configured for landing and steepened the approach. MDT Tower then asked if we could be approaching Capital City as we were lower than we should've been. At that point; MDT was also visible. The pilot flying applied power and climbed enough to conduct a normal approach to RWY 13.The haze contributed; as did the vector for a visual.  Interestingly; the proximity of these two airports is compounded by the fact that the airport on the south side of the river (CXY) is actually north of MDT; which is on the north side of the river due to bends in the river.We could've avoided the error if we'd been more familiar with the area and/or declined the visual approach.


Synopsis: Corporate jet flight crew reported receiving a low altitude warning from MDT Tower when they began their descent for CXY; a nearby airport.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While coming into ZZZ after holding for weather; an aircraft before us was able to get into the field at minimums. We were cleared to cross the initial app had fix at or above 3;000 ft. After crossing; I; the First Officer; had set the new altitude for 2;100 ft. which was the lowest altitude on that segment of the approach. After leveling off I had set the MDA of 800 ft. Prior to the FAF the Captain had suggested to switch to a flaps 45 landing instead of 22 to get a lower deck angle. I agreed so the Captain was heads down for a few moments while getting the new speeds. We were told to contact tower and after check-in they said to check our altitude. I had noticed we were lower than the segments assigned altitude and promptly corrected back up to the correct altitude. This was correct before the FAF so we continued the approach. This was followed by a missed approach.Lack of crosschecking and part of the crew was heads down during a critical phase of flight. [Suggest] Heads up cross check on final approach segment. Also not changing the configuration of the airplane at such late notice on arrival/ approach.




Synopsis: EMB-145 First Officer reported descending below a minimum approach altitude while the Captain was making a late change to aircraft configuration. The crew climbed back to the correct altitude and executed a missed approach.
Date: 201909
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Situational Awareness; Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: My co-worker and I were tasked with adjusting and selling to inspection; a girt bar fitting on the right aft service door of [an A319]. I was standing behind my partner as the safety observer; reading over the [Aircraft Maintenance Manual]. During the same period of time my partner was working on the door checking for the proper tolerance while the emergency slide is armed as the [Aircraft Maintenance Manual] instructs. As I was going over the [Aircraft Maintenance Manual]; I hear an unusual noise and looked up to see the slide has been deployed.


Second narrative: I was working on [an A319] 2R door after reading through a slide render safe checklist; [Aircraft Maintenance Manual] 52-XX-XX and 52-XX-XY turned over to us by day shift. The non-routine generated was for the broken forward girt bar floor fitting which was replaced and did not pass inspection on day shift. The [Aircraft Maintenance Manual] required the door to be armed with the girt bar engaged to check for gaps between the girt bar and floor fitting. I was lifting the handle on an armed door to clear the door and allow for inspection of the girt bar in the floor fitting when the handle went past the break over point. The door swung out of my grasp and the slide deployed.


Synopsis: Two Maintenance Technicians reported an inadvertent escape slide deployment while replacing a girt bar floor fitting.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757-200
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Reverser
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Prior to installation of Thrust Reverser Hoist assy.1. Checked out Thrust Reverser (TR) Hoist Kit; from stores. Item was located in the Engine Change Build up Kit. 2. Inspected hoist equipment available in TR hoist kit.Items available in TR hoist kit was;A. 2 sets of mount bolts; (2 ea. same size and length).B. 1 ea. Hoist chain assy. with mount.As is; Installed equipment available for TR removal. Mount bolts were tight and re-checked before T/R removal. Bolts remained tight.TR; was removed and moving toward the TR shipping crate; by fork lift.  At the time the TR dropped; I was in the process of getting some covers for the engine anti-ice duct; and was walking away from the incident. But heard the impact of the TR hitting the floor. Always inspect tooling before use. Follow Maintenance Manual procedures.




Synopsis: After removing the Thrust Reverser (TR) from the aircraft the TR dropped to the ground while transporting it to a shipping crate.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Departing flight had X passengers on board; very light on takeoff. No issues on departure but it is a fairly aggressive climb on RXXL to ensure altitude crossings are met. No issues on the initial climbout. Late handoff from ZZZ Tower to [Departure Control] while climbing through 4;000'. I began to level off for the initial assigned altitude of 5;000' but failed to adjust/reduce the power setting. This resulted in my inability to smoothly level off at 5;000'. When we contacted [Departure Control] they made a reference to our altitude (not level at 5;000') and told us to continue our climb to 15;000'. No other deviations or issues with the safe execution of the flight.Cause: Not reducing the power setting with a very light aircraft on initial climb out to ensure a smooth level off at lower assigned altitudes. Suggestions: Keep in mind aircraft performance given the weather conditions (e.g. heat; humidity; winds) coupled with the aircrafts weight and handling.




Synopsis: Air carrier First Officer reported overshooting the assigned altitude during climbout. The pilot described the aircraft's weight as very light due to the small passenger count.
Date: 201912
Local time of day: 0601-1200
Location: SQL.Airport, CA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: Ground SQL
Reporter organization: Personal
Reporter function: Pilot Flying
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: San Carlos Tower has been very bad for a long time; providing poor service to aircraft; and not understanding basic aviation concepts. Recently; controllers have been intermixing Zulu and Local time on the ATIS. Typically there is a note in SQL ATIS that says 'Closed traffic pattern will open at XA30 local' but one of the controllers is now saying 'closed traffic pattern will open at XA30 zulu' and they still do not allow closed pattern operations even though it is technically after XA30z.




Synopsis: Pilot stated SQL Tower does not issue correct ATIS information; nor comply with ATIS information.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: In the forward cargo compartment; at station 801.25; the smoke detection sampling orifice tube was found to be covered by the ceiling liner. No hole was cut in liner for the sampling tube to protrude. It appears to be a brand new ceiling liner that may have been recently installed. It is really difficult for cargo fire detector to work if the sampling tube is covered.




Synopsis: Maintenance personnel discovered that the B757 forward cargo compartment ceiling panel liner was covering a smoke detector sampling tube.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in the downwind for Runway 24; the throttle for the PA28 became stuck in a high power setting (2500 RPM). The throttle could not be retarded and airspeed continued to increase. This caused us (the 2 commercial pilots on board) to reject the landing and divert to [a nearby airport] because it had a 7;500 foot runway. We needed a long runway so we could properly stop. We [advised ATC] and had the fire trucks waiting for our arrival. The throttle was stuck in the high power setting the entire time. On landing; over the 1;000 feet markers; we decided to shut off the fuel mixture to allow the plane to safely glide and land. The landing was uneventful. There were no injuries; fatalities; or damage to the aircraft.




Synopsis: The non-flying pilot of a PA28 reported a throttle control that malfunctioned in a high power setting. A diversion to a nearby airport with a longer runway resulted in successful landing.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
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: Fuel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; Chart Or Publication; Procedure; Staffing
Primary problem: Aircraft

Narrative: At FL400 got EICAS message Left Engine Fuel Filter.  QRH says to land at nearest suitable airport.  Took several attempts to contact Dispatch via the SAT phone to get them in the loop.  While discussing our status with Dispatch and Maintenance the SAT phone dropped the call.  At this time SAT phone had no bars showing and we were unable to regain communication with OCC using the SAT phone.  Communications were re-established using a HF phone patch.  All parties agreed on the closest and most suitable airport about an hour away.  Clearance was received through HF to divert.  Arrived at the divert airport before sunrise and was advised that a Customs gate would not be available for another hour.  Arrived at the gate only to be held on the aircraft for over two hours.  Customs kept telling us they were lacking some document that someone on our end was not sending.  Document was finally received after about a two hour wait at the gate and passengers were deplaned.




Synopsis: An international B767 crew returning from a foreign airport received an EICAS L FUEL FILTER alert so they completed the QRH and after some communications difficulties with Dispatch and Maintenance diverted to an enroute domestic airport.