elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: 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: On climbout; I noticed a burning smell in the cockpit. (This was our second leg in this aircraft; no problem on leg one.) I asked the Lead Flight Attendant to turn the ovens off. The smell persisted. It smelled like plastic or rubber burning but it is hard to describe. We went to the 'Smoke; Fire or Fumes' checklist and began turning off items in the checklist. The fumes seemed to dissipate and then return. At one point; smoke was visible to my First Officer. We called Dispatch to talk to [Maintenance] but had a very frustrating time with the phone patch. We had some intermittent contact with [Maintenance]. I switched radios to no avail and ACARSed Dispatch to get a new frequency. We couldn't communicate on that frequency either. Dispatch suggested that I contact [commercial radio service]. I haven't done that in about 20 years and did not have the time to find the frequency; so we communicated through ACARS. Meanwhile; I invited the Lead Flight Attendant to the cockpit to confirm the smoke smell and she reported that it was still quite strong. There was no smell in the cabin. Since no action seemed to dissipate the fumes; we elected to divert as a precaution. Dispatch recommended [a nearby airport] and we agreed. I declared an emergency with ATC and they vectored us to the airport. I explained our problem to the passengers. I spoke with the flight attendants and did not have them prepare for evacuation. It was VFR and the First Officer made a normal approach and landing (overweight at 202.8.) ATC handled the situation very well.




Synopsis: A B757-200 Captain reported a burning smell in the cockpit; so an emergency was declared and a divert to a nearby airport executed.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on approach to ZZZ. RNAV Z XXL in VMC I was the pilot flying. Called for flaps 2 and received an ECAM warning F/CTL FLAPS LOCKED. I continued flying duties and executed a go-around while the Captain worked ECAM actions and checklists. [ATC was advised] and we were vectored by ATC in the area to land on XXL. After checklists we're completed and company and crew were notified we landed uneventfully on XXL and taxied to the gate.




Synopsis: A321 First Officer reported that a flap malfunction resulted in a go-around.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
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 Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The departure and cruise segments of the flight were uneventful. While initiating an initial descent I heard a pop and noticed arcing on the electrical terminals on the window directly in front of me. I brought it to the Captain's attention. Almost immediately a torch-like fire occurred at the terminals making a loud hissing sound. Shortly after that; the torch like fire ignited the plastic in the vicinity of the electrical terminals causing a flame. We donned our oxygen masks and started fighting the fire. We transferred controls of the plane while I discharged the fire extinguisher at the fire. The flames ceased; but the arcing occurred again which reignited the fire. I discharged the fire extinguisher a second time and the fire flared up again. At that point we transferred controls back and I increased airspeed to Vmo while the Captain ran check lists and coordinated an evacuation plan with the Flight Attendant. I informed ATC of our intentions and they pushed us to the Tower frequency shortly thereafter. Once we were on short final approach we configured the aircraft and landed without incident. Once on the ground we transferred controls as normal turned onto a taxiway and stopped short of a parallel taxiway and executed the emergency evacuation procedure as planned. Everyone exited the aircraft without injury and met up at the rally point.    Since this event involved the window heat; perhaps a maintenance inspection at specific intervals may prevent a recurrence of this event


Second narrative: Due to the nature of the fire and it being persistent; I called the Flight Attendant using my mask; and told her that there was a fire present in the cockpit and since I wasn't sure if it would flare back up; to plan on an emergency evacuation when we got on the ground. Somehow the call dropped.


Synopsis: Dash-8 201 flight crew reported a persistent fire caused by arcing at the First Officer window terminals.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Passenger
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During boarding; a passenger entering aircraft hit head on metal bar on door frame at Main Cabin Door. I can hear when passengers hit their head. The Main Cabin Door of the CRJ200 is very low and the metal bar in the frame cannot be seen easily. Passengers hit their heads VERY often when entering or exiting aircraft. It is normal practice to warn/alert passengers. Sometimes I make announcements also.I asked him if he was ok or wanted to sit down. He said he was fine and continued to his seat; Seat A; maybe row 9; 10; or 11. Throughout the short flight I asked him if he was still ok; and could I bring him anything? Did he need a bandage or ice? He said no. Would he like a beverage (no service flight).  He said no. He continued to say he was fine. On exiting; I apologized for this happening; and he stopped and said 'that should be changed'. He deplaned. Change it or find a way to add bumpers. It happens all the time.




Synopsis: CRJ200 Flight Attendant reported that passengers often hit their heads coming through the main cabin door and that something should be done to lessen the impact on passenger heads.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Tail Wheel
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Rotorcraft
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was demonstrating a short field landing in a C150 tail wheel. The landing seemed normal; but we landed on the tail wheel first. After touchdown; I was unable to keep the aircraft rolling straight and it did a ground loop. Upon exiting the aircraft; we discovered the leaf springs to the tail wheel appeared twisted. We were able to taxi the aircraft to the FBO without much trouble. There was no damage other than the tail wheel of the aircraft.




Synopsis: Tail wheel C150 instructor demonstrating a short field landing reports landing tail wheel first then loosing control. After stopping the leaf springs to the tail wheel are found to be twisted.
Date: 201704
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: Tower IAH
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching MATON intersection on the ILS 8R we came within 100 feet of a drone at our altitude. No green or red lights visible on drone; only a white light. Reported to ATC.




Synopsis: A320 Captain reported a NMAC with a UAV while on the ILS Runway 8R at IAH.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: APU Fire/Overheat Warning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight walk around and interior checks were completed with no discrepancies. APU FIRE Level 3 alert; master warning illuminated; the APU fire aural warning sounded and APU Fire indication in the APU Fire handle illuminated near ZZZ VOR at FL350 cruising at .85M. Confirmed indications with the FO (First Officer) and performed the phase 1 by pulling and rotating the APU Fire handle to discharge the agent. When the indications did not subside; we confirmed and rotated the handle to discharge the second agent. The indications remained; then we ran the QRH to confirm the phase 1 procedure and complete any remaining items. It was the FO's leg and was Pilot Flying and I was Pilot Monitoring; aircraft control was transferred and I became the Pilot Flying. The indications remained during the remainder of the flight. We requested priority handling and turned toward ZZZ1. We requested Fire assistance at ZZZ1 and proceeded direct in an [expedited] descent. All indications remained; we proceeded direct to ZZZ1 for a visual approach to Runway XXL; stopped on the runway and shutdown engines 2 & 3; and began the evacuation procedures; the Fire Chief and Operation Manager then notified us through Tower there were no visual indications of a fire. The APU Fire indication subsided upon landing. We then determined it was safe to taxi the aircraft to Company parking. Upon shutdown and post flight inspections we discovered the APU door was fully open. No other pertinent items to report.Cause - Equipment malfunction of the APU Fire detection system.Suggestion - Thorough maintenance inspections and routine equipment operational checks.




Synopsis: MD11 Captain reported APU fire alert warning resulted in a divert.
Date: 201202
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C FLL
ATC / advisory: Tower FLL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Communication Breakdown; Distraction
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While on 4 mile ILS final approach to Runway 09L; I observed traffic on TCAS at 2 o'clock and approximately 1 to 2 miles and 300 FT below. I visually acquired an aircraft at that position and noted it was quickly approaching right to left. We had previously been advised by ATC of a Beech 1900 at our 2 to 3 o'clock making an approach to 09R. I initially thought that was our traffic now but saw that this was a helicopter instead and turning in our direction. I began a climb. At the same time we received a TCAS RA commanding a climb. We initiated the climb from 1;000 MSL to 1;300 MSL as the helicopter went beneath us at 200-300 FT below our altitude. The helicopter quickly cleared our flight path to the west so I rejoined the glide path and landed uneventfully. At no time did ATC advise us of this traffic. We advised the Tower after landing we would be reporting this incident. See and avoid is paramount! The pilot of the helicopter likely never saw us or he/she would not have turned into our flight path.




Synopsis: An Air Carrier Captain reported taking evasive action; including a TCAS RA; during a near miss with an unreported helicopter at 1;300 FT on a four mile final to FLL Runway 9R.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 3
Aircraft: A330
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: A320
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The ceiling was 1;000 and the visibility was better then 3 miles; so we were VFR. A CRJ aborted take off on Runway XXL. An A320 was on ILS XXL just inside the outer marker. An A330 was on Taxiway 'E' that crosses the far end of Runway XXL; but does not intersect the runway. A call went out that the CRJ aborted take off by Local Two. Local One stated after the fact that he was going to keep the A330 taxiing on Taxiway 'E'. I never heard the coordination about keeping the A330 rolling. I never remember giving an acknowledgement to that coordination as I was finding out the reason for the abort. The CRJ was able to clear the runway prior to A320 crossing the landing threshold. As I was looking at the ASDE to check the runway I saw that the A330 had crossed the extended centerline of XXL and was also clear. I asked Local One what was that all about and he said he had coordinated it but I never heard anything or acknowledged anything and never advised the A320 of the crossing traffic at the far end. Well when A320 was exiting the runway he gave me an ear full about how his instruments were deviating so much that he almost went around. Recommendation: get an acknowledgment before crossing aircraft and just don't yell out and go. The other Local has to coordinate with the aircraft.




Synopsis: Tower Controller described a probable loss of runway separation and the likely interference with the ILS signal when an aircraft was issued a runway crossing clearance; intra-facility coordination failures were listed as casual factors.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Trigger...at FL380 was given descent to FL340. At approximately FL360; the CAB PRESS status page displayed showing a cabin altitude of 9;500 feet and rising. Action requested priority handling with ZZZ ATC; started rapid descent to 10;000 feet; seat belt sign on. First Officer (FO) and pilot flying; performed a maneuver with the autopilot on. ATC gave us initial descent to FL270 and a frequency change. New Controller gave us descent to 10;000 feet with altimeter setting of 29.80. We were in VFR conditions; minimum safe altitude from charts approximately 5;000 feet. FO was able to descend quickly enough that a CABIN ALTITUDE ECAM did not trigger nor did the oxygen masks deploy in the cabin. I was able to speak with FA1; during the descent. FA1 confirmed that passengers were okay and did not report any injuries but would update us if something changed. I made a PA to passengers about aircraft condition and plan of action. Requested all to remain seated until in ZZZ.After level off and confirming aircraft was safe to continue; removed the aircraft alert from ZZZ ATC; but requested priority handling into ZZZ. Sent ACARS message to Dispatch. Stated our problem; action; current situation and plan. Received acknowledgment and new fuel remaining calculation for Denver at 10;000 feet. Highest cabin altitude was 11;350 feet. No ECAMs showed on the upper display. Outflow valve; inlet and extract vents all showed closed. During level off; safety valve opened when cabin diff pressure at -.5 PSI. Remaining flight was uneventful to a landing at ZZZ; XXR. Taxi to Gate at XX. Met by ZZZ maintenance and ZZZ FO representative.




Synopsis: A319 Captain reported a rapid descent after cabin pressure became uncontrollable. The flight crew requested priority handling and made a precautionary landing at destination airport.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: MEL; Aircraft
Primary problem: Aircraft

Narrative: While climbing out and approaching our last assigned altitude of FL240 and approaching TADPO Intersection; the Engine #2 Overheat Light illuminated. The B Loop of engine #2 was inoperative and deferred as per MEL. The Engine #2 Overheat Detection system was set for the A Loop as per MEL and was checked operable before departure. We leveled the aircraft at FL240 as assigned; while the Captain located the appropriate QRH Engine Overheat non-normal checklist. We completed the checklist step by step and the Engine #2 Overheat Light extinguished with closing the engine #2 throttle to approximately 65% N1. The rudder was trimmed slightly for the reduced power on engine #2. All engine #2 instruments read normal for phase of flight and power settings. Checklist states if Overheat Light extinguishes with throttle reduction; continue operating engine at reduced power setting.We were now in contact with ARTCC and requested to stay at FL240 for the time being due to an abnormal engine indication and would advise. We then advanced the engine #2 throttle slightly to see at what reduced power setting we could operate the engine. With approximately a 2-3% increase in power we felt a slight vibration. All engine instruments remained normal including the Engine #2 Vibration Indicator. The throttle was reduced to approximately 66% and vibration diminish. Engine #2 Overheat Light never illuminated again.With the Engine #2 Overheat B Loop inoperative and only the A Loop functioning; we began to discuss where to make a precautionary landing. The Captain contacted company dispatch and maintenance control with a phone patch and they concurred and suggested ZZZ as a diversion destination. We agreed and advised ATC and they cleared us with vectors to the ILS approach and landing. The approach and landing were uneventful and engine #2 operated normally throughout.


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


Synopsis: B737 flight crew reported an engine overheat indication on the right engine. The crew diverted and made an uneventful landing.