elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During flight preparation I was provided two NOTAC forms. First form was for 1 package of Radio Pharma and was marked as Bin C; but the bin designation appeared to have been changed. Second NOTAC was for 2 shipments with 5 packages also of Radio Pharma. These were both marked for Bin A.With this being my first experience with a Radio Pharma shipment and seeing the loading information note regarding the requirement for the commodity to be loaded on the bin floor and not stacked; I went to the ramp to inspect the loading and confirm it was proper. When I asked the Ramp Agent he seemed somewhat irritated that I was 'checking up on him'. The shipment in one bin was easy to see but the others were more difficult to see. I was able to confirm that they were loaded flat on the bin floor and not stacked; however; there were other bags stacked on top of them.In order to ensure that this was proper I reviewed the operations manual regarding loading this type of commodity and discovered under operations manual XXXX that while there was no prohibition regarding baggage on top of the shipments that there were specific guidelines regarding which bins could be used for Radio Pharma shipments. The operations manual states in part 'If Radio-Pharma is loaded in the forward hold; only one bin (A; B; or C) may be used'.  This indicated that the current loading of the commodities was not correct. I brought this to the attention of the Ops Agent and asked for her to call a Ramp Supervisor.When I met the Supervisor on the ramp he confirmed that the loading was improper. He asked the Ramp Agent if he had split the shipment and he replied 'I just load it the way I'm told'. An additional Supervisor arrived; who I took to be a Cargo Supervisor; and he was also asked if he 'split the shipment'. He said he didn't know that was not acceptable and the first Supervisor advised that Radio-Pharma shipments could not be split in the forward bin. I asked if they could move the single package shipment to Bin D. Instead they chose to move the 5 packages and rearrange the entire front bin loading.




Synopsis: B737-800 Captain reported a Hazmat shipment was incorrectly loaded during pre-flight. Hazmat loading error was corrected to comply with guidelines prior to departure.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B787 Dreamliner Undifferentiated or Other Model
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: Generator Drive
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was International Relief Officer on scheduled rest break when notified to return to cockpit. Generator failure; checklist completed in accordance with flight manual. Flight unable to continue to destination due to additional APU fuel burn. Company decided to have us divert to [a nearby alternate] for multiple reasons including Maintenance; passenger accommodation; crew legality; and reserve crew availability. Captain decided to land overweight after considering all risk mitigations; threat evaluation; and crew agreed. Diversion and landing was completed without incident. Outstanding CRM; utilizing all crewmembers and outside resources.


Second narrative: Inflight loss of left engine generator over [international] airspace. Not able to continue to polar airspace due to loss of redundant equipment. APU was used. All power restored. Not enough extra fuel to power the APU for 12 more hours. Crew; maintenance and dispatcher came to decision to divert to [an alternate] to re-crew the plane and reroute out of [international] airspace. Dispatch provided route. Route was read and authorized with ATC. Remainder of flight uneventful. Landed slightly overweight with 200 FPM descent rate.


Synopsis: B787 flight crew reported diverting to an alternate airport due to a generator failure.
Date: 202106
Local time of day: 1801-2400
Flight conditions: VMC
Light: Dusk
Aircraft: Small UAS (At or above 0.55 lbs and less than 55 lbs)
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Recreational / Hobbyist (UAS)
Flight phase: Cruise
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Remote Pilot (UAS)
Human factors: Workload; Training / Qualification; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person UAS Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Have been a 107 UAS pilot since 2016 - haven't flown in 3 years. New drone. Recently updated 107 recency; now current. Flying at dusk and tiring of practice getting manipulation skill back; decided to site see thinking I could maintain VLOS (Visual Line of Sight) further with lights.Lost situational awareness - gone further than I realized and unfamiliar with new software program map as I had only flown for getting manipulation skill back (requires tap to open and change to orientation from thumbnail map. Started getting high wind warning. Tried a different direction; and still high wind. Saw a ball field that I thought was close to house on video screen - it was the High School. Fumbled with map enough to get orientation and dropped to 200 feet to avoid high wind at 400 feet (was very little wind at ground level).Personal assessment - I was stupid to push the VLOS via lights. Training said stay closer at night; but range of drone was tempting to see. Secondly; storms coming in later so higher wind at altitude could've likely been seen if I'd looked at the weather. But weather was still and pretty on the ground. I will be back to my smaller world of VLOS without aid of aircraft lights. Truly frustrated with my normally disciplined self.




Synopsis: Part 107 pilot was conducting a recreational proficiency flight. The flight occurred during the hours of dusk and winds were starting to increase. The pilot noticed difficulty controlling the UAS near 400 feet therefore descended to a lower altitude to regain control of the UAS.
Date: 201606
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air/Ground Communication
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft; Weather
Primary problem: Aircraft

Narrative: During cruise flight at FL360 there was a line of thunderstorms ahead and to our left about 100 miles ahead of us. ATC even advised of us the weather. We asked for and received clearance to deviate right (east) of the line of weather. At this point we were VMC. At some point we entered IMC conditions. We were not in any rain or precipitation; had a nice smooth ride. The radios both comm 1 and comm 2 both began to squeal and have very loud static. At this point we could not communicate to ATC or hear ATC. We tried both comm one and comm two. We were able to relay a couple of messages thru another plane on guard frequency; which included a frequency change. The new frequency gave us a descent and we could communicate reliably at this point; the static and squeal remained however. It has been years ago since I have had something similar to this. The Airbus had a tendency to have scratchy radios if you were in moisture. I suspect some static dischargers (static wicks) are not bonded properly or blown out. Regularly checking the static dischargers.




Synopsis: A300 Captain reported severe VHF radio static at FL360 in the vicinity of thunderstorms while IMC. ATC relayed the flight a new frequency through guard to clear communications.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Weather; Procedure
Primary problem: Procedure

Narrative: This was a flaps 25 departure in a B737-800. [We] entered IMC at 600 FT AGL. On departure; the crew was given an initial turn to 140. At approximately 700 FT AGL; Pilot Flying (PF) called for Heading Select and started the turn. At 1;000 FT AGL PF called for clean up on schedule (set speed; flaps 15; 5; 1 and up). Shortly after clean up; PF received a Bank Angle Alert. PF reduced bank angle but also reduced the pitch without realizing it. Pilot Monitoring (PM) called out the sink. PF was a little disoriented from entering the weather and getting the Bank Angle Alert and did not immediately correct the sink. Crew then received a 'Don't Sink' at 1000 FT AGL. PF then made a flight path correction and continued the climb uneventfully to 3;000 FT MSL. Bank Angle Alert is not that uncommon; but in IMC; excessive bank led to some disorientation. Expectation bias by PF when rolling out of bank 'assumed' everything else was ok; but crosscheck slowed and didn't catch the VVI as descending. PM was busy talking with ATC and then did catch the sink rate. PM did a good job realizing PF went into red during the sink and got 'directive' with PF. We discussed what happened as a crew when we reached cruise and looked at the airport pages. We noticed a couple other Flaps 25 departures with Bank Angle followed by Sink Rate [warnings].


Second narrative: We started a left hand turn and received a Bank Angle Warning; lessened the bank angle; and the aircraft started to lose altitude.


Synopsis: B737-800 Flight Crew reported receiving a BANK ANGLE followed by a DON'T SINK warning at 1;000 feet on climbout.
Date: 201705
Local time of day: 0601-1200
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: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started up engine 1 during push-back and could smell a hint of an exhaust like smell. The smell is usually normal but the smell never went away. We then started engine number 2. We received an ECAM regarding Auto-Thrust. We began dealing with the ECAM and contacted maintenance via cell phone. As the captain was speaking with maintenance over the phone we began noticing symptoms of headache and started to feel dizzy. Maintenance control advised us to shut down the engines and re-start both engines for the ECAM action we were accomplishing. As we complied I found it hard to concentrate and read the checklist. Focusing was tough. We shutdown both engines and restarted them. The smell; as before; was evident and present. We could not fix our ECAM; and maintenance instructed us to return to gate so they could look at the ECAM issue.The captain then called back to the cabin to advise the Flight Attendants (FA) that we would be returning to the gate. All FAs immediately said they smell a very strong odor in the entire cabin. As we began to return to the gate; and waiting on Ramp personnel to move into position to marshal us back in to gate. The symptoms of Headache; dizziness; lack of concentration were evident. The captain had closed the APU bleed valve and shut-off both aircraft packs to hopefully stop the smell from continuing in cabin. After we parked we opened all doors and windows to 'air out' the aircraft. All flight attendants had identical symptoms to both the captain and I.




Synopsis: A320 First Officer reported fumes in the cockpit and cabin with headache and dizziness after starting engine 1.
Date: 201209
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Ground Personnel
When detected: Other After push back and de-ice
Result: Flight Crew Returned To Gate
Contributing factors: Aircraft; Procedure; Logbook Entry
Primary problem: Aircraft

Narrative: We had pushed back to the deicing pad; deiced and started the right engine without issue. The Captain was starting the left engine when the EGT indicator started to flash although all other engine indications appeared normal. The de-ice crew called us on radio. I initially told him to standby; then told him to go ahead. He informed us that we had flames coming out of the left engine; whereupon the Captain shut down Number One Engine. We estimate the EGT rose to 830C.Afterwards we noted three previous write-ups for aborted engine starts on the Number One Engine similar to ours in the recent history on the aircraft.




Synopsis: A B737-400 flight crew aborted their left engine start when its EGT warning light began flashing and the ground crew advised flame was coming out of the engine. This was the fourth similar event in the logbooks recent history.
Date: 201402
Local time of day: 1801-2400
Location: DAB.Airport, FL
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: VFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I cleared a C172 for takeoff Runway 7L; intersection N4. After that I continued with my scan (eastbound) down the runway; the adjacent taxiways and then my departure corridor. There were multiple aircraft on the radar scope and I was scanning all of them to make sure I had the right aircraft written down that were inbound to Runway 7L and also scanning for any potential issues on the final. When I looked back the aircraft still had not moved from her position on Taxiway N4. I then scanned my strip bay and continued to pre-plan my next courses of actions. I then broke [an aircraft] off his approach to allow more aircraft to depart behind [the C172]. After issuing [the go-around] a 050 Heading; I went back to scan Runway 7L and noticed the C172 facing westbound on the runway. I immediately canceled the takeoff clearance. In the middle of my transmission I could see the C172 beginning to move forward; westbound on the runway. I then instructed the C172 to STOP on the runway multiple times. The pilot never acknowledged. The CIC instructed me to put the C172 on the downwind. I then issued her a heading of 070. It appeared she never took the heading so I issued her a heading of 090.




Synopsis: DAB Tower Controller reports issuing an intersection takeoff clearance to a C172 pilot for Runway 7L. The pilot turns the wrong way and departs on 25R. The Controller attempted to cancel the takeoff clearance then attempts to issue heading instructions to no avail.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [During takeoff] I called V1 Rotate & the aircraft violently shook. 1st thinking we had blown 1 or 2 of our nose tires & told ATC we would need to do a fly by to try to assess extent of the damage to the nose gear &/or tires.  Being confident that it was a tire that blew (& that was confirmed soon later when ATC said that tire fragments were found on the runway) we never brought the gear up.  I contacted the FA's [Flight Attendants]; told them of the situation & told them we would be returning to [departure airport] & that we'd doing a flyby & that they had about 15 min. to prepare. I informed ops & then I talked to dispatch & then ran the QRH for landing.  We prepared for our flyby & I contacted the FA's & asked them to check the main landing gears just in case my assumption was wrong.  My A FA informed me that the left inboard tire was blown & the outboard seemed still intact.  We proceeded for our flyby & all that ATC was able to tell us was that all three gears were down.  We went around & advised ATC we still needed to burn off another 500lbs of fuel before we would be able to land.  I contacted dispatch again and agreed that there was no need to evacuate unless there was a chance of fire. I talked to the FA's again & told them we would brace for landing.  We completed all checklists; we discussed how we would land the ac [aircraft] & what would happen when we landed.  We came in and my FO [First Officer] touched down the ac on the right side first & then let the left gear come down & made a great landing.  I took controls & came to a full stop & completed the shutdown of the aircraft.I think the main reason for the failure of the tire is that it was a retread tire. I was told that this was the third tire to fail in the last few months. I am not sure that the cost savings are worth the overall safety of the employees as well as the customers.


Second narrative: The approach and landing went according to plan and the aircraft was stopped and secured on the runway. We were met by firetrucks and airport personnel who assisted in securing the aircraft. Passengers and crew were kept on board until airport services provided buses to take all involved back over to the airport.


Synopsis: Dash 8-400 flight crew reported they experienced a main gear tire failure on takeoff.