elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ; Tower ZZZ
Aircraft component: RPM/N1/N2/Etc Indication
Component problem: Malfunctioning
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: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: As we were taxiing out to the runway for departure the FO was getting the data ready and starting the takeoff data brief. He noticed that the engine N1 indications for engine one was quite a bit higher than the engine indications for engine 2. He immediately tried to diagnose why this was happening and we noticed that there was no air going through the packs. In the meantime I was taxiing and waiting for the aircraft in front of us to proceed. As they started to proceed forward; we followed and during which time I was trying to decide our next plan of attack and getting ready to see if we could go somewhere to take a look at the situation. During this time the Ramp Controller told us to hold short at the next spot and contact ground. As we continued toward the spot unknowingly missed the spot we were supposed to hold at and crossed onto the taxiway slightly. I noticed it immediately and put on the brakes and called ground who gave us taxi instructions to the runway. In the meantime the FO did recycle the pack switches and that solved the issue; so we continued with no further problems.First this was our first trip flown in 2 1/2 months since ZZZ reopened its base. Second we were operating in an airport that was unfamiliar to us. The next time I will let ramp/ground know we need to go somewhere and deal with the issue.




Synopsis: Air carrier First Officer reported a taxiway incursion due to distraction from dealing with Engine 1 indications being higher than Engine 2.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The initial fume event (at the gate) was determined to be the result of an over serviced APU. The aircraft had just come out of a weekly inspection earlier the same day. I suggest mandating a new procedure to insure that APU's aren't over serviced.




Synopsis: A321 First Officer reported fumes during preflight suggesting the APU was likely over serviced.
Date: 201409
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Throttle/Power Lever
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We departed with the auto throttles MEL'd. I was the Pilot Monitoring on this leg.  In cruise flight at M.78; the Captain went back for a lavatory break.  In his absence; I inadvertently allowed the airspeed to decay to a few knots above the top of the yellow bar.   When he returned; he noticed our airspeed and immediately increased power to MAX CON and initiated a very shallow descent (approx 200-300 feet) to regain airspeed. He accelerated to M .76 and then climbed 200 feet back to cruise altitude. I'm not sure what caused my inattention.  I may have been setting up my iPad for the arrival or getting ready for the next position report.  I knew the Auto Throttles were inop; but because I hadn't been fly until the Captain went to the Lav; I guess it slipped my mind. I didn't touch the throttles while he was gone. The Captain was gone for probably less than 3 minutes. In future Auto Throttle inop situations; I think the pilot flying should brief the pilot monitoring what power setting was holding the airspeed before he/she leaves the seat; as a reminder that the Auto Throttles are off.




Synopsis: B737-800 First Officer reports being dispatched with inoperative autothrust with the Captain as pilot flying. In cruise the Captain takes a lavatory break and returns to find the airspeed dangerously low. The Captain uses maximum thrust and a shallow descent to regain the lost airspeed.
Date: 202102
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Personal
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I flew my plane in a Bravo veil thinking my ADS-B was functioning correctly; but I've since requested an ADS-B report and it's not turning up with anything. I'll have an avionics shop look at it.While flying I had a near miss with another plane that flew 100 feet above me. I was flying to the north; they were flying to the west. I was working with my radio and didn't see them as I have a high wing. I'm not sure why the other plane didn't see me; and it's possible the lack of ADS-B played a factor as well. Once I was aware of the other plane; I took actions to further separate myself from them.




Synopsis: Pilot reported a having a near miss; possibly attributable to a malfunctioning ADSB.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Rudder Control System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: CFI; and I were on a training flight. It was an introduction to a tail wheel endorsement.  We were doing takeoffs and landings at ZZZ on the dirt strip. We had just gotten fuel and were going to do a few more laps. We came into land on dirt Runway XX. Everything was going fine; we touched down on the dirt and were quick on the rudders; but the plane started to swerve; and we had very little rudder control. I let off the pedals and we swerved at which point the CFI started inputting on the rudder. We swung around 180 degrees off to the side and at the end of the turn the plane tipped on its left wing. The wing tip was damaged; along with the elevator and the tail wheel itself. No injuries.What I believe caused the situation was a bumpy dirt runway; ineffective rudder control to mitigate the situation and the CFI needing to be more on the controls.




Synopsis: Piper 22 pilot reported a runway excursion that resulted in aircraft damage after he let his feet off the rudder pedals and the instructor pilot could not correct the aircraft's path.
Date: 201301
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
ATC / advisory: Tower EWR
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight; I noticed a previously cleared write up regarding the airspeed indicators in disagreement. Shortly after establishing takeoff thrust; the ENG light illuminated on the FO's 6-pack. I looked up and noticed both EEC's on the AFT Overhead panel had their amber ALTN lights illuminated. Thinking this was a computer glitch we could possibly solve in flight; I called out CONTINUE and we proceeded down the runway. I have a sense for when I should call out 100 knots and noticed that my airspeed indicator was still at zero (really pegged at 60) while the FO's was approximately at 100 knots. At that point I elected to initiate a rejected takeoff and called out REJECT REJECT. I took over control of the aircraft and the AUTOBRAKES kicked in. I also verified the Autospoilers came out. We rolled to a stop around taxiway Foxtrot. I got clearance from ground to park so we could run the rejected takeoff checklist. No need for an evacuation and the brake cooling chart indicated 32 minutes and not in caution or warning blocks for our weight and speed. Aircraft cleaned up and headed back to the gate after I called the FA's and made a short PA.


Second narrative: After advancing the thrust toward takeoff thrust and calling; 'Check thrust;' we positively transferred control of the thrust levers. Shortly after this happened; the MASTER CAUTION and ENG lights illuminated. We noted the caution and the Captain stated 'Continue.' Prior to the '100 knots' call out being made; the Captain noticed his airspeed indicator didn't have any forward airspeed indication (still indicated 60 knots) and was in disagreement with my airspeed indicator; which was approaching 100 knots. The Captain then stated 'Reject; Reject' and proceeded to reject the takeoff. The aircraft stopped under RTO braking and auto spoilers. We cleared the runway without incident and were able to run the rejected takeoff checklist and begin our return to the gate without further incident.


Synopsis: B737 flight crew reports a rejected takeoff at 100 knots when the Captain detects no airspeed indication on his side. ENG lights had illuminated early in the takeoff roll with a Master Caution but was ignored.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On gradual descent an acrid plastic burn-off smell was emitting from behind panels of the fuselage at row 32. There is a WiFi access point (hot spot) under the ceiling panels in this area - I reported to the flight deck; they had Maintenance meet the flight and I detailed to them what I smelled. The passengers getting off last from that area all wreaked of that smell. I could taste the smell in my mouth; my eyes had a slight irritation; and my lips had a bad taste/dry/tannic powder taste and texture. My symptoms diminished when I got off the plane and into the fresh air. My 'D' went back to check for smells. She smelled something but couldn't put a name (word) to describe it. She could taste it in her mouth as well. This needs to be investigated. Wireless access points; hotspots; antenna and wireless connectivity on public airlines in general needs to be studied; measured; investigated. I have had many incidents on aircraft with wireless connectivity. All signs point to being overpowered. There needs to be legislation to bring about requirements for the FCC and the FDA and the tech industry and its contractors to be held accountable for all components involved/installed. Measurements of EMF's [Electric Magnetic Field] and collection of data and transparency. There is presently none being performed by these governing bodies. This is a huge concern in aviation; for health and safety.




Synopsis: Flight Attendant reported an acrid plastic burn fumes as well as experiencing health issues during approach for landing.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private

Narrative: I was told to taxi to Runway 28 from ramp. A helicopter was inbound and hovered over the taxiway. The helicopter went over me at about 50 FT; at which time I thought I was going airborne with rotor wash from the helicopter. I had to be aggressive with the controls to keep my plane from being lifted and moved. I think the helicopter should not fly over taxiways and they should be made to fly an offset approach over the runway. The Controller should have been more alert on this matter.




Synopsis: A landing helicopter passed within 50 FT above a taxiing PA-32 causing the pilot of the aircraft to have trouble maintaining control in the rotor wash.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bell Helicopter Textron Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Flight Engineer / Second Officer; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer
Human factors: Distraction
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in a slow circle over a landmark when I saw what I thought was a bird slightly above and to my right. I dropped collective to about 1;200 ft. and watched the object pass to my right and above. The object appeared to be a drone with 4 rotors. I made a wide circle in an attempt to see who or where the drone operator was but was unable to locate.




Synopsis: Helicopter Single Pilot reported a near miss with a drone at 1;200 ft.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Two Operation's vehicles [were] out doing runway checks during a critically busy time of the shift (cargo push and first departure push). Only one person [was] working two positions (Local Control 4/Ground Control 4) due to three sick outs; furlough; and one person being late. To compound the situation; the person working the position was a Front Line Manager with very little working experience with the new RNAV procedures. One city operations vehicle (OPS X) had just completed a runway check to one of the two active runways on the west side and another operations vehicle came out to complete a runway check on the parallel Runway 34L; unusual two operations vehicles to do the same side of the airport at about the same time. In trying to coordinate departures with Local Control 2; who had all the airspace and the majority of departures; and trying to interpret the new heading listed on the cheat sheet; the Local Control 4 Controller forgot about the operations vehicle on the runway when the Local Control 2 Controller gave the release for a B737. When the B737 was approximately 900 FT from the runway and the operations vehicle was 14;500 FT down the 16;000 FT runway; the B737 was cleared for take off; to expedite their departure in between cargo departures. The Operations vehicle (OPS Y) heard the take off clearance and exited the runway and reported off on the Tower frequency prior to the B737 being no less than 900 FT from the runway. Make sure that everyone; including the front line managers; is familiar with the new RNAV procedures. It's almost a done deal; however; get rid of the furlough. Have city operations not do runway checks during peak periods of traffic. [We should have] only one Operation's vehicle at a time conducting runway checks on either the west or east side of the airport. Come up with new procedures to specify there is a vehicle on the runway and have these procedures rotated so that we don't become complacent and used to the old bells and whistles.




Synopsis: Tower Supervisor described a runway loss of separation event when internal communications and unfamiliarity with new procedures led to the failure to insure a City Operations vehicle was clear of the runway.
Date: 201404
Local time of day: 0601-1200
Location: EDDF.Airport, FO
Light: Dawn
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON EDDF
Aircraft component: MCP
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On arrival to EDDF; we were cleared to cross RAMOB at FL110. FL110 was set in altitude window and confirmed by pilot flying and pilot not flying. Subsequently received call from ATC verifying crossing restriction when realizing we were passing FL107. At that time discovered FL100 had appeared in altitude set window without pilot input. Returned to FL110 and continued without further incident and no further comment from EDDF ATC.I suggest we monitor/crosscheck automation and aircraft performance; avoid distractions.




Synopsis: A B777 was cleared to cross RAMOB Intersection on the EDDF arrival at FL110. Both pilots confirmed the MCP altitude window at FL110 but somehow FL100 became active so ATC called about the aircraft's failure to level at FL110.