elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1801-2400
Location: DEN.Airport, CO
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DEN
Aircraft component: Ice Detection System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Blocked out on time. The ATIS temp was M12; with no visible moisture expected on climb. I failed to include the anticipated use of anti-ice for contaminants in my briefing. Following the #1 engine start; we were cleared for taxi. I had instructed the FO (First Officer) to start the #2 engine during the initial taxi movement. While making a sharp 180 degree turn from the gate; I noticed the ramp outside of the gate area was contaminated; and selected the anti-ice selector to ON. After the #2 engine was started; we had an ENG REF A-I DISAGREE; with ENG TDS (Temperature Detection System) REF A-I ENG EICAS messages. I had suspected it was due to the A-I mode selector being turned ON and no anti-ice selection in the TDS.When we got to an area of the taxiway without contaminants; the mode selector was moved back to AUTO; but the fault did not clear. We ran the QRH; resending and resetting the takeoff data with ENG anti-ice selected; this time; with no help. Maintenance Control was contacted; and we shut down the engines. The messages cleared during shutdown; but returned when the engines were re-started and configured the same way. Discussed situation with on-duty CP (Chief Pilot) and coordinated with Maintenance Control to return to gate for a power reset. While waiting for Maintenance; [I] researched the AOM to find the ENG REF A-I DISAG message will be present when the REF A/I is set to ENG in the TDS and the OAT is below 5 degrees Celsius. At this point; it was evident why the messages were there; as the OAT was -12; and the A-I TDS should have been set to ALL. Maintenance came out to the aircraft; ran the FIM (Fault Isolation Manual Procedure); and cleared the log page item.Anytime contaminants are reported/suspected; this should be briefed; and the appropriate anti-ice settings should be confirmed in the TRS. Before leaving the gate; I should have recognized the TDS anti-ice needed to be selected to ALL; for the corresponding OAT and conditions.




Synopsis: Captain reported EICAS anti-ice malfunction message annunciation during taxi for takeoff.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft had a maintenance open write up for the main cabin air stair door and maintenance was just completing their work. Also; at the same time; the weather at the destination was below dispatch minimums and the dispatcher did not publish the release until it improved. I noticed a stream of passengers walking out to our aircraft unsupervised. I walked out to direct them back into the terminal and noticed the gate agent to stop boarding. Never was our crew asked whether we were ready to board; nor was there a flight release up; and maintenance was in progress. The propeller was not tied and the sure step wasn't in place either. The passengers were in disarray on the busy ramp.The gate agent began an auto-board without checking with the crew; even though there was active maintenance and the dispatcher even put a delay on the flight due to weather. I walked with the passengers back to the terminal and then notified the gate agent.These types of scenarios occur frequently ever since auto-boarding was instituted. There must be some type of exchange between the crew and gate agents before boarding; on every flight. Frequently we are surprised by passengers boarding and this puts undue pressure on the crew to rush through tasks; sometimes before we can even verify whether an aircraft is airworthy and ready for passengers.




Synopsis: DHC 8-300 flight crew reported witnessing unsupervised passengers walking out to the aircraft for boarding. The agent had not alerted the crew of the boarding process.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During the exterior walk around; the exterior door handle for door 1R was not in the proper closed position. After the walk around; I asked the flight attendants if they were catered in ZZZ; and they replied that they were not. I told them that the exterior door handle was not in the closed position. They replied that they did hear an unusual noise coming from door 1R shortly after the sterile cockpit chime sounded during climbout. I asked if there was any loud squeal or an air rushing noise coming from the door during the flight from ZZZ1 to ZZZ. They said they did not hear either. I had the ramp crew re-secure the door latch in the proper position. At no point while at the gate did the FWD SERVICE door light illuminate while the door was closed. During the initial climb out from ZZZ; the pressurization was normal and no door lights were illuminated. Upon arriving at ZZZ1; I had the ramp personnel check the door handle on door 1R and it was still in the proper closed position.




Synopsis: B737 Captain reported an exterior door handle was not properly secured during pre-flight checks.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL350 we lost fuel quantity indications on the left; center; and total fuel quantities. We also received an AUTO XFLOWINHIBIT message. The fuel synoptic page also indicated an AUTO XFLOW INHIBIT message and showed amber dashed lines for the left; center; and total quantities and approximately 1;700 LBS of fuel in the right wing tank. We tried to get Maintenance Control through the company frequency and could not. We [contacted] Dispatch [via] ACARS that we were going to divert and stated the fuel conditions along with out estimate of FOB. We received an ACARS from the Dispatch saying to continue to [destination] and call when we got there.We referenced the QRH and there is no procedure for no quantity (amber dashed lines) indication. We decided that not knowing the true fuel quantity and the possibility that we were creating a fuel imbalance that could exceed the 800 LBS limitation; and that the current indicated fuel onboard was within 200 LBS of our reserve fuel that the best idea was to divert to [a nearby airport]. We then declared an emergency with ATC and were vectored to the ILS; accomplishing a normal approach and landing below maximum landing weight. After arrival Maintenance Control MEL'd the quantity indicators; refueled the aircraft per the MEL and we continued to [original destination]. I feel we handled this situation well as a crew to best serve the needs of safety; our passengers; and the company.




Synopsis: CRJ-200 First Officer reported loss of all fuel quantity indicators. They elected to divert to a nearby airport even as Dispatch recommended continuing to destination.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Variable Wind; 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was landing a Piper Cub J3 the aircraft had touched down and was transitioning to the three point attitude when it started to yaw to the right. Due to a fluctuating winds that had produced a quartering tail wind; the aircraft yawed to the right. I [applied] full Left rudder and Left brake with little or no effect. I then rolled the aircraft to the left the aircraft then started to correct when the right wing tip impacted a building causing the aircraft to turn into the building. Then the spinner impacted the building stopping all residual motion at this point the aircraft came to rest in front of the building.




Synopsis: Piper Cub pilot reports loosing control during landing resulting a runway excursion and impact with a building.
Date: 201812
Local time of day: 1201-1800
Location: S46.ARTCC, WA
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E S46
ATC / advisory: TRACON S46
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had been working Arrival E and Arrival W combined during the beginning of an arrival rush. Aircraft were beginning to step on each other over 2 frequencies as the workload increased. Multiple aircraft also started to report icing in the weather which added to the frequency congestion. Another controller finally came back to split the Arrival West frequency. As that briefing was happening; I accepted a handoff from the P sector of Aircraft X. The controller verbally coordinated to me that the aircraft was direct the SEA065050 fix climbing to 3;000 feet. This is an abnormal route for our airspace which requires coordination with departure a; as well as sector 31. I was stepping Aircraft X up underneath arrivals on the GLASR arrival as soon as I could. At some point; I became preoccupied with the multiple Seattle arrivals and when I looked to climb Aircraft X further; he was already about to enter the 7;000 foot MVA area only climbing out of 6;200. I asked if he could maintain his own terrain/obstruction clearance through 8;000 and he replied negative. I gave him an immediate right turn to a 180 heading to get him out of the area and issued a climb to 15;000. Aircraft X was in the 7;000 MVA for a couple miles. Once above the MVA; I turned him back on course and gave the frequency change to sector 31.First and foremost; traffic management came over to me and said they tried to get me help to split the sector but that there wasn't the staffing. So I continued to work both sectors until relief was brought back in. Just because the board doesn't look like the volume of traffic is too difficult for one controller to work both sectors combined; doesn't mean the complexity of our airspace won't warrant the sector to be split.Stepping up aircraft from Paine field underneath arrivals on the GLASR arrival to SeaTac is cumbersome and takes attention away from other things that need to be done. This will be amplified once commercial service begins flying daily flights out of that airport. There are no procedures in place to handle the influx of this traffic and there will be more events like the one that just happened.




Synopsis: S46 TRACON Controller reported working a combined position; having to climb an aircraft underneath other aircraft and it entered a higher MVA.
Date: 201701
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Light: Night
Aircraft: Brasilia EMB-120 All Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: This was an incident where we lost several panels during flight. We had no indication of when the panels came off. The aircraft had gone through maintenance the day before due to the aircraft not producing heat to the passengers or pilots. The following day the aircraft was working good and putting out heat; making the flights that day tolerable. My first officer made the preflight for the day but saw nothing unusual in the walk around. We were originally scheduled to fly one more leg but due to the time and the condition of the airport; both runway and ramp had areas of ice; making taxiing and possible takeoff unsafe. I informed my Company that we needed to end the trip there and go to the hotel. The next day when we reported to the airport is when we discovered that the aircraft was missing the panels.




Synopsis: EMB-120 Captain reported discovering that their aircraft had lost several exterior panels in flight.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
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
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Assigned to operate [a] ferry flight from ZZZ to PHL. The aircraft being ferried [requested priority handling with ATC] the day prior and returned to ZZZ after takeoff. After takeoff; a smell of an electrical burn and LAV SMOKE master warning [was] encountered. Returned to ZZZ.After takeoff; around 200 feet; both the Captain and I noticed the smell of an electrical burn. Passing through 400 feet the aircraft produced a LAV SMOKE master warning. No other warnings; cautions; or advisories were present. Cause unknown. MEL was signed off from the day prior by Maintenance in the logbook.Once the aircraft was cleaned up; we ran the LAV SMOKE QRH procedure. Once that was complete I ran normal checklist; sent an ACARS message; and set up for the approach while the Captain flew the aircraft and handled ATC. We wanted an immediate return to ZZZ and vectors to final for the LDA Runway XX.No suggestions at this time. Since the Captain was flying it was easy for him to take control of the radios while I ran the checklists. It is my belief that in any emergency situation; no matter who is the Pilot Flying; the cockpit should be divided such that the Captain is the one communicating with ATC throughout most of the emergency. That way the Captain doesn't have to listen to an ATC request; make an informed decision; tell his First Officer what to say; and then [pass it] off to ATC or the Flight Attendant. I am reviewing our publications currently to see if this is SOP.




Synopsis: EMB-145 First Officer reported smelling an electrical burn and receiving a LAV SMOKE master warning after takeoff.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-300
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: Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Distraction; Confusion; Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency

Narrative: I was pilot monitoring in cruise flight at FL 350 headed when the Captain pointed out that my R1 windshield was arcing.  He instructed me to don my mask and get the checklist out. I was in the process of opening the Window Damage Checklist when I heard a loud bang and my windshield shattered/cracked in at least five places with numerous fingers from each. The Captain ordered me to declare an emergency and started slowing the airplane for a descent. I declared the emergency and told the Controller I needed a clearance to the nearest suitable airfield and an immediate descent. He cleared us direct to ZZZ and FL 290. We monitored the pressurization and had normal readings. We initiated the descent and as I was getting into the checklist; I loaded FMS landing data; and the Captain flew in that direction. I turned the seatbelt sign back on. The pilot flying communicated with the flight attendants and flew the airplane as I [restarted] the Window Damage Checklist. In the descent; I evaluated the window as possible outer pane cracks only. The Captain thought they were too severe to tell; but due to the severity of them and the fact he saw them arcing; we proceeded with our plan to divert. We lowered the landing gear and left the speedbrakes out to burn fuel for landing. I lowered my seat and put on sunglasses to help avoid debris in case the rest of the window gave way.We ran the QRH Checklist; the Descent Checklist; the Divert Checklist; loaded the box; ran the landing numbers; and flew to an overweight landing on Runway XXR and taxied to a gate. Touchdown fuel was 11.5; ZFW was 104943 giving us an overweight landing at 116.4 thousand pounds; performed with Captain's emergency authority


Second narrative: Directed the First Officer to don O2 mask and goggles as did I.


Synopsis: A B737 flight crew opted to descend and divert to a nearby airport when the First Officer's windshield first arced and then shattered. They were unable to determine with certainty whether the shattering was limited to the outer pane; a situation that would not have required such immediate action.
Date: 201708
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ATL
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to leave the ramp and taxi to the runway. We were told our sequence was to follow the MD88 ahead and monitor the tower which we did. Approaching the taxiway the MD88 started taxiing to cross the left runway which was being used as a taxiway as there was a tug pulling an aircraft stopped on the runway. So as previously cleared we continued to follow the aircraft ahead.Approaching the runway Tower called our flight number so I stopped with nose slightly on the runway. My co-pilot then told Tower our clearance was to follow the MD88 and monitor the tower which we were doing. The controller then said he has a phone number to call for possible runway violation. We continued on with no further incident. There was no threat to safety in anyway. The clearance to sequence and follow the MD88 superseded the one given to us on the ramp. We were never told to hold short of a taxiway or the left runway with the second clearance. There was a definite communication failure on both parties; ATC and us. With the tug and aircraft stopped on the left runway the runway was obviously not active. In the future with this type of communication I will clarify the intent.




Synopsis: A320 Captain reported being issued taxi instructions to follow another aircraft and following the aircraft onto a runway to cross; but that was not ATC's intention.