elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Fairings
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Aircraft in ZZZ. I performed the walk around and found the attached write ups. When the Mechanic arrived he found an additional; not previously addressed; discrepancies (8 more fastener issues). I look at pilot logs and see the unprofessional comments made by the Operations Manager. This is not the first time an Operations Manager in ZZZ has made unprofessional comments that required me to file a report. The other issue I had was with a Maintenance Control Mechanic. The ZZZ Contract Mechanic asked that I listen in on his conversation with the Maintenance Control Mechanic. After Maintenance Control finished his conversation with the mechanic I asked if he could clarify something he said. The Maintenance Control Mechanic rudely said he will not talk to me and said if I have a problem with that I should contact my flight office.What kind of operation are we running here! Please look at where this aircraft overnighted and note the mechanic wrote many write ups for missing fasteners.I would very much like an apology from Maintenance Control.




Synopsis: A320 Captain reported numerous fasteners not installed correctly and was chided by Contract Maintenance for writing them up.
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After 1000 feet I noticed a decrease in aircraft performance. I picked up that the autothrottles were not moving to commanded position even though they were engaged. I'm sure they were set properly for takeoff but not sure when the discrepancy took place. My scan wasn't as well developed since I've only flown the MAX once before. I manually positioned the thrust levers ASAP. This resolved the threat; we were able to increase speed to clean up and continue the climb to 3000 feet. Shortly afterwards I heard about the (other carrier) accident and am wondering if any other crews have experienced similar incidents with the autothrottle system on the MAX? Or I may have made a possible flying mistake which is more likely. The FO (First Officer) was still on his first month and was not able to identify whether it was the aircraft or me that was in error.




Synopsis: B737-MAX8 Captain reported the autothrottles failed to move to the commanded position during takeoff and climb.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was flying my amphibious seaplane. The winds were calm and I departed Runway 13 at ZZZ and decided to land on Runway 12 water adjacent to the airport to practice some glassy water landings. As I touched down; I noticed a boat was rounding the corner and coming up the main channel towards me and into the area of the water runway. I accelerated and took off maximizing my climb rate and the distance between my aircraft and the oncoming boat- I would estimate that it was probably 400-500 ft. away. After allowing the boat to pass underneath; I set up for another landing.As I neared the surface of the water; I saw that there an abnormal number of logs present in the water (we had an abnormally rainy week prior). I flew low along the river checking to make certain the area was clear of debris and safe for landing. I saw another boat approaching from around the next bend and; again; I initiated a maximum climb to provide as much distance as possible between my aircraft and the oncoming boat traffic. I would estimate that this distance was around 400-500 ft.I circled back and landed on the channel in the river and completed several splash and gos. I noticed some unsafe waves in the water ahead of me so I elected to defer alighting until past them. I made a pass down the river and back up and; in normal seaplane flying courtesy; trying to not disturb the residents; decided to return to the airport for some landings on the runway. I climbed up and was unable to get the gear re-positioned to the down position. I raised the gear and landed on the river so that I could troubleshoot the situation. I taxied up to a beach next to a boat landing and adjusted the micro-switch that was preventing the gear from being reconfigured to the 'land' position. I tested its proper operation in the water several times before I was comfortable that it would function properly.




Synopsis: Seaplane pilot reported encountering boat traffic while attempting to land on a designated water runway; resulting in a go-around.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Leading Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Configuring on schedule on a visual approach to Runway 19; flight crew noticed a trailing flap asymmetry and a trailing flap disagree at approximately 1;300-1;500 FT AGL. As the final flap setting of 40 was selected the flight crew observed the flaps had split and were stuck at 27 degrees (approximately) on the left and 29 degrees (approximately) on the right. A go-around was initiated and emergency declared with ATC. Aircraft diverted to a nearby International Airport and completed appropriate checklists (Trailing Edge Flap Asymmetry) and landed without incident.




Synopsis: A B737-800 crew declared an emergency and diverted to a nearby airport after a TE FLAP ASYMMETRY and TE FLAP DISAGREE alerted on final at an airport with a relatively short runway.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately an hour into flight; the Captain and I suddenly smelled an acrid burning electrical smell. We accomplished Smoke; Fire or Fumes QRC. I took over flying and ATC; while the Captain ran QRH. Flight Attendants and Passengers also reported smell as well as haze forming mid-cabin. As the Captain turned off components in QRH; haze and smell dissipated. After completing QRH; the Captain conferred with Dispatch; Maintenance; and Crew. All agreed threat was extinguished and flight could be Safely continued to destination.




Synopsis: Air Carrier First Officer reported a fume event during cruise described as 'burning electrical' odor.The fumes dissipated after completing the appropriate QRH procedure. Flight crew conferred with Dispatch and elected to continue to destination.
Date: 201504
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback while taxiing for takeoff a loud alternating tone (on/off) was heard from our audio panel. We isolated it to the flight interphone and suspected it was coming from the wireless headset transmitter used for pushback (now out of range). We stopped our taxi and called maintenance; a mobile truck came out and removed the device from our nose strut. We resumed our taxi and then got a message from operations passed through ground control to call ops. We again stopped our taxi and called ops; the ground crew had realized their mistake and called to correct the problem we had addressed through maintenance.I believe procedures need to be in place to ensure the removal of the wireless transmitter prior to taxi. At a minimum flight crews need to ensure that the flight interphone needs to have the receive button remain on during taxi so the audio warning can be heard if the unit is still on the strut. I have no idea what damage to airplane and other equipment would occur if the gear were retracted and the wireless unit were still hanging from the nose strut.




Synopsis: B787 Captain reported they were cleared to taxi with the wireless headset transmitter still attached to the nose strut.
Date: 201906
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Airspace Structure; Airport
Primary problem: Airspace Structure

Narrative: I received the ATIS which said the localizer was out of service for Runway 8 and to expect an RNAV Y approach. Visibility was five miles haze. Upon contacting SoCal Approach; he said 'expect the ILS Runway 8' I mentioned the localizer was out of service. He said it was fixed. I requested the RNAV Y Approach. He said to expect the RNAV Y Approach. Before reaching the final approach course he vectored us off the arrival. [Then] when we got clearance 'Heading 130; maintain 3600 feet until established; cleared RNAV Y Approach contact Tower.' Within a minute from this clearance we received an RA (Resolution Advisory) from a VFR aircraft climbing within 200 feet. We followed the commands and climbed to 4100 feet before we received 'Clear of Conflict'. I contacted SoCal Approach to let them know of the RA. We continued the approach and landed.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew on a vector to intercept the Final Approach Course reported responding to an RA for an unidentified VFR aircraft right after being switched to Tower frequency.
Date: 202106
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: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ1
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine roughness that resulted in the instructor taking over controls; [notified ATC] and making a precautionary landing a ZZZ.  Engine didn't want to stay running at anything less than full power; Carburetor heat was applied but didn't seem to help the problem. Maximum power was 2100 rpm in straight and level flight.




Synopsis: Flight Instructor reported engine roughness resulted in a precautionary landing.
Date: 201912
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; 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: Had an uncontrolled decompression event twice on the same aircraft; Captain requested priority handling twice. Decompression occurred just after takeoff; while inflight I noticed something was off. While inflight heard a big bang and shutter in the cabin; then cabin temp suddenly started to get very warm; all flight attendants were still in jumpseats. When we returned to the gate saw a hole just below the 1R door with a hose coming out of it. Very scary; thankfully we all were able to walk off the aircraft. All crew members were involved Captain; First Officer; Flight Attendants 1-4. No inflight service meet the flight in ZZZ.




Synopsis: A321 Flight Attendant reported loss of cabin pressure on two separate flights that resulted in a diversion.
Date: 201203
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: INS / IRS / IRU
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After level off at initial cruise altitude; the Relief Flight Officer entered the proper code to request entry to the flight deck. The Captain reached up to disarm the FDAS door lock; and inadvertently rotated the switch for the number 2 inertial reference unit (IRU) to the off position. We referred to the Quick Reference Handbook (QRH); which directed the First Officer to select use of the aux IRU for his flight and navigation inputs. We also consulted the QRH to ensure that we still had the requisite navigation equipment to continue our flight. The flight continued to destination with no incident. This is certainly not the first time that a pilot in the left seat has accidentally turned off an IRU while intending to release the lock on the FDAS. While the switches of the two systems are somewhat different in shape; they are located within inches of each other on the overhead panel. This co-location of the switches; plus the lack of a guard over the IRU switches; poses an on-going risk of a repetition of this event. Suggestions for avoiding this event in the future could include: Always look up at exactly where your hand is going before changing a switch position. Move location of either FDAS or IRU switches so they are not co-located. Install switch guards over the IRU switches so that they cannot be inadvertently repositioned once the IRUs are initialized during preflight.




Synopsis: An MD11 Captain turned off an IRU in flight when he intended to open the flight station door because the switches are located very close to each other on the overhead panel.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 8
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was training my student in uncontrolled airfield operations and emergency landings. We were departing Runway 25 when I heard Aircraft X call that they were in the upwind for Runway 25. As the plane was about to rotate I asked where the Aircraft X was and they confirmed in the upwind. I cleared the whole upwind as we climbed and I could not find the plane. I remembered that my plane has TCAS and switched to the map to find the plane. I saw that he was 400 ft. away and slightly above me and at my 4 o'clock and flying right towards me and overtaking my aircraft. I then heard the Aircraft X call that he was entering left crosswind for 25. I immediately radioed 'Aircraft X; we are on a collision course; change course to fly over midfield immediately'. There are towers and hills on Runway 25's departure so I was limited in my options to take evasive action. Someone who I assumed was a flight instructor called 'roger Aircraft X crossing midfield'. I [saw] the plane at my 5 o'clock turn away from my aircraft towards midfield as we climbed and attempted to get out of the way.




Synopsis: An instructor flying a DA40 reported a NMAC on initial climb from a Cessna 182 in the pattern.
Date: 202011
Local time of day: 1201-1800
Location: PRB.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Passenger
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In non-tower airport PRB; when exiting Runway 31 to Taxiway B; announced on CTAF intentions to exit runway; taxi on (Taxiway) B; cross Runway 1-19; then turn to Taxiway A. To do so; I had to turn my right hindquarters to the approach path of Runway 19; not realizing that a small plane was actually landing on Runway 19. I was unable to see the landing traffic from behind the right wing; and I never heard this plane on radio or made a radio contact. Thanks to prompt warning from a passenger; I was able to stop on Taxiway B short of the Runway 19. It was daytime; clear sky; and unrestricted visibility.




Synopsis: C172 reported his passenger alerted him to an aircraft landing on a runway he was preparing to taxi across.