elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After receiving clearance for takeoff; we taxied onto Runway 4; stopped; applied takeoff power and began the normal takeoff procedure. Takeoff was normal and at approximately 400 FT the aircraft ingested a large bird in the right engine. The engine immediately failed. My First Officer and I then declared an emergency and followed the aircraft's emergency procedures and returned to the airport and landed without further incident.




Synopsis: BE400 Captain experiences an engine failure at 400 FT AGL due to bird ingestion and returns to the departure airport.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Object; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Contacted power lines on approach to landing. First attempted to land in football field lot prior to power lines. Area was fenced with barbed wire. Plan was to fly to next block; but contacted power lines attempting to get to the open lot.




Synopsis: Hot air balloon pilot reported striking power lines during an attempted landing.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: A flight plan was filed from ZZZ to ZZZ1 with a request for MRB MMJ Direct. When calling [Potomac TRACON] for clearance a full route clearance was issued of ...JST V297 TALLS V10 YNG V6 VWV.... The clearance was read back and acknowledged. I entered the initial enroute clearance (up to JST) into the GPS and departed ZZZ. Enroute while entering the remaining legs into the GPS it became apparent that V6 does not exist between DJB and VWV. The SKY VOR was decommissioned in the last year. V6 used to exist between DJB SKY VWV; but has been NOTAMed and removed from the published charts. Either the Potomac TRACON is using obsolete charts; or the software has not been updated properly. I can understand Potomac is issuing partial non-direct route clearances to /G aircraft to correspond with local traffic flow (MRB MMJ Direct accomplishes this). Giving invalid full route clearances is a safety hazard.




Synopsis: Pilot reported TRACON issued him a route that included a decommissioned VOR and non-existent airway.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Aircraft component: Oxygen System/Portable
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Apprentice; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was informed [of] a P/N XX-XXX-XX PBE being installed on Aircraft X and inflight [crew] not being trained how to use it.Mr. X requested that I look into the PBE's. I activated PBE P/N XX-XXX-XX which was already setup in the system so that purchasing could procure the parts as replacements for the discontinued PBE XX-XXX-YY's that expire late July. PBE XX-XXX-XX had previously been an alternate part in the IPC.  During a routine check; maintenance replaced P/N XX-XXX-YY on WO XXXXXXXXX due to it expiring in less than 45 days. This replacement included ordering the XX-XXX-XX from the IPC with bracket XXXXXXXX and mounting hardware. A system-generated; scheduled WO YYYYYYYYY due for replacement by the end of July had a new P/N XX-XXX-YY PBE request attached. In response to Mr. X request and in accordance with the IPC; I activated PBE P/N XX-XXX-XX. The part must be active to purchase and to save any changes to remarks and links in the system. In this instance; there are processes that could have been improved. Had the X form been used; I would have been triggered to get with inflight [crew]. The P/N XX-XXX-XX was already set up in the system as a rotable with the life limit.When we parked the aircraft and moved them to storage; I suggested that the PBE's be removed and returned to stores to get the most yield out of the current XX-XXX-YY PBE's.




Synopsis: Technician reported installing a new PBE on an aircraft without informing; nor training the flight crew on how to use it.
Date: 202112
Local time of day: 0601-1200
Weather elements / visibility: Turbulence
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Coalescer Bag
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: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Date we were operating Aircraft X; from ZZZ to ZZZ1. We received a reroute and flight level change to 280 approaching the coast line due to military active airspace. On our initial descent into ZZZ1; we experienced a fume event concentrated in the cockpit. The First Officer continue to fly while I ran the cockpit/cabin odor recognition and isolation supplemental procedure located in Operations Manual. Once I completed step 9 of the procedure; a few minutes later the musty/chemical smell dissipated. We landed without further incident and a logbook entry was made. The aircraft was taken out of service shortly after arrival.




Synopsis: Air Carrier Captain reported a fume event during initial descent. Flight landed safely and crew provided a logbook entry resulting in the aircraft being taken out of service.
Date: 202102
Local time of day: 1201-1800
Location: 33N.Airport, DE
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZDC
ATC / advisory: UNICOM 33N
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Airport
Primary problem: Aircraft

Narrative: Student pilot with instructor doing pattern work at 33N in crosswind leg. During turn to downwind in left traffic pattern Aircraft Y entered the pattern in crosswind leg and was operating dangerously close to my aircraft creating a collision hazard. Aircraft Y did not enter 33N left traffic pattern correctly and executed an unsafe maneuver putting myself and other aircraft in the pattern at risk.




Synopsis: Aircraft reported that another aircraft entered the traffic pattern incorrectly; creating a conflict.
Date: 201405
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Flight Cancelled / Delayed; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Weather; Procedure
Primary problem: Aircraft

Narrative: Enroute; we encountered a runaway STAB TRIM condition. My trainee (PF) accomplished the immediate actions and we then followed up with the Immediate Action Checklist and associated Emergency QRH procedures. We coordinated with ATC to stay out of RVSM airspace while we deviated around thunderstorms. The checklist included 'Land at the nearest suitable airport.' Due to the length of runways and the current weather conditions (thunderstorms) at nearby airports; my Dispatcher and I jointly decided that a major airport was the nearest suitable. Declared emergency with Approach and continued with approach and landing without the use of STAB Trim per QRH procedures. Rest of the flight [to destination] was canceled.  New hire First Officer; thunderstorms; INOP trim and AP. This aircraft had a recent history of STAB Trim issues including at least 6 write ups prior to mine. One of the corrective actions narratives referred to a 'stab motor'. The corrective action was changing of a 'MCU'. I assume this is a 'black box'? I could not find any evidence that the 'motor' was addressed. Upon arrival in the divert airport; I accessed the MDC fault history and noted a 'motor...short...' flag for the time of our event.Six previous write ups related to this failure. Maintenance continues to go for the most cost (short term) effective fix (resets) time and time again. Are these previous write ups related to my STAB Trim Runaway condition?




Synopsis: A CRJ-700 developed a STAB TRIM runaway condition and the new hire First Officer completed the immediate action and QRH procedures. The flight diverted to the nearest airport where an emergency was declared.
Date: 202109
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Contracted Service
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness; Workload; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X arrived Gate XX at XA57. RSE (Ramp Service Employee) marshaling Aircraft was not on ramp 5-10 minutes prior to arrival failed to do a Safety and FOD walk. Another RSE placing tires away went running to the gate with cross arms to stop the marshaling of the aircraft; to the point he had to run in front of the aircraft to get her attention to stop; she noticed him and stop the aircraft abruptly. the RSE who came running over move a belt loader that was parked in the OSZ (Operating Safety Zone) and inches away from making contact with the aircraft engine. The marshalling agent and wing walker did not have on headsets. The flight deck unaware that they were stopped short; turned off engines; and by headset was told they would need to tow them up a few feet. Once tow bar was connected. the marshalling RSE proceed to tow and went to fast and pop the shear pin on the tow bar. When asked if she reported the incident so maintenance for the Airline can come and inspected the nose of the aircraft to make sure no damages she said no; it was fine. She then tried to cancel everyone else was at fault; when mention that she needed to be at the gate 5 minutes prior to do Safety and FOD walk she said the crew before should have check the gate.




Synopsis: Ramp Agent reported a belt loader was left inside the safety area when an arriving aircraft began to taxi into the gate.
Date: 201705
Location: AEG.Airport, NM
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: IFR flight to AEG; cleared for visual approach. I needed rapid descent because ATC kept me high probably because they did not take note of what airport I was going to; but none the less I was descending at a very high rate to be able to land at AEG when passing through approximately 7500 msl at a rate of over -4000 ft/min the controller said to maintain 8000. I tried to arrest my rapid descent as best I could (my only passenger is 93 years old and was just released from the emergency room) without getting aerobatic about it and immediately notified the controller of the impossibility of compliance with the altitude clearance request of 8000. Then the controller asked me to do a right 360 turn; which I did immediately; while getting into a climb and trying to find out what he wants. The controller confesses that he thought I was going to Skyport; which pretty much explains why he left me so high and didn't know where I was going when he cleared my for the visual approach. I then canceled IFR and was not able to contact him further; so I switched to AEG tower and followed instructions to land on runway 17. After landing; the ground control gave me a number to call concerning a possible pilot deviation. I called the number and the controller came on and apologized for not knowing what airport I was filed for and cleared to. I started to explain about how that works from the cockpit with a 93 year old sick passenger and he said that he didn't have time for this and hung up. I tried to call back and there was no answer. He did say that he was still working the position; so I guess that makes sense.




Synopsis: Light turbojet aircraft pilot reported they were instructed to maintain an altitude they had already passed while descending at 4500 FPM.
Date: 201505
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A food service van cut us off as we were taxiing east on the north side of the North Satellite terminal. The van was parked just inside the service gate waiting to enter the service road. As we turned into the gate arrival line the van sped forward and then stopped directly in front of us. We stopped. Then the van sped off toward the C terminal via the service road. Van driver not paying attention to aircraft movement and/or not properly trained to drive in the Security Identification and Display Area (SIDA) area.




Synopsis: B737 Captain reports being cut off by a food service van as he is taxiing into the gate a SEA.
Date: 201707
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; General Evacuated; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During the deplaning process catering came on board and provisioned the aircraft. After removing the last cart the catering person said our airplane is on fire and pointed to the tail of the aircraft. She hurried to close the door. At that moment Flight Attendant (FA) A called to the aft galley and I informed him that catering said the aircraft is on fire and we need to get everybody off the plane. I started shouting commands to the passengers to leave belongings and get off the airplane and FA C got on the PA from the aft galley and informed people to leave everything and get off the plane due to a fire in the back of the airplane. 3/4 of the passengers had already deplaned however; we had two wheelchair passengers seated in the back that slowed down the deplaning process. Unfortunately because there were two Flight Attendants in back of the airplane and only one upfront we were unable to assist the wheelchair passengers. Passengers continued to retrieve their bags out of the overhead compartments and we continued to shout commands to leave everything and get off the airplane. FA A made a PA from the front of the plane trying to get passengers to leave their belongings and get off as quickly as possible due to a fire. After the last passenger deplaned the aircraft we spoke to maintenance in the flight deck and he informed us it was safe to get our bags and get off. The three of us checked the cabin to make sure everyone was off and removed all the passengers bags that were left on board and took them up the jetway for the passengers to receive their bags back. We were informed that the back of the airplane was on fire and it had a very strong odor of fuel and smoke.




Synopsis: A Flight Attendant reported being informed that the tail of the aircraft was on fire during deplaning. The Flight Attendants commanded the remaining passengers to evacuate and leave their belongings.