elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Location: DEN.Airport, CO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Manuals; Procedure; Human Factors
Primary problem: Procedure

Narrative: Upon arrival to the gate we waited approximately eight to ten minutes for an agent to show to bring the jetway to the aircraft.  We called twice to operations to request a jetway driver. Upon opening the flight deck door; I noticed that the provision and provo worker was already on board the aircraft and restocking items. This is while we had no jetway attached to the aircraft.  Upon asking the Flight Attendants I asked them if any of the doors were armed and also asked that the provision truck be delayed and close the door. I questioned the ability to be able to evacuate the aircraft with approximately 136 passengers onboard with no jetway attached; all doors disarmed and at least one provision truck attached at the forward service door. After visiting with the Flight Attendants about this topic and also the Provo Worker; I was informed that this is a procedure approved about one year ago. I have a great concern if the need arises to evacuate at the gate while waiting for a Jetway Driver and the jetway to be attached; having one or more Provo trucks attached at a several feet up in the air that this may impede an evacuation.




Synopsis: An Air Carrier pilot reported the provisional service truck was on board the aircraft prior to the jet bridge being attached and the cabin door available for a possible emergency evacuation.
Date: 201910
Local time of day: 0601-1200
Location: ADS.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: S-76/S-76 Mark II
Operator: Personal
Operating under: Part 91
Mission: Personal
Airspace: Class C ZZZ
Reporter organization: Personal
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR
Detector: Person Observer
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft flying dangerously low. Not an isolated incident; occurs regularly.The helicopter appears to be a corporate-type Sikorsky S-76 twin-turboshaft; primary white with navy under body. It departs ZZZ each weekday morning; flies directly to ZZZ1; then returns to ZZZ. This is repeated; daily on weekdays.Reportedly; this is a pick-up and drop-off of a group of SCHOOL CHILDREN who live near ZZZ and attend a ZZZ1-area school. The times seem to match the theory pretty well.They file for clearance for a flight altitude of 1;200 ft. (seen on Flight Aware) but actually fly much; much lower than that (would be interested what the equipment ADL is); my estimation is 250-400 ft. (over heavily populated areas; 202 ft.)




Synopsis: Observer reported helicopter flying low on multiple occasions.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon departure from ZZZ at approximately 50 ft. we encountered a flock of birds that damaged the nose and multiple other spots on the aircraft. All indications were normal. After discussion with Dispatch and MX; we elected to continue. After about five minutes the Flight Attendants called reporting a smoky odor in the cabin. We chose a gate return as the safest course of action. We landed uneventfully. Upon arrival; the USDA bird guy informed us that we hit 11-12 birds.


Second narrative: Immediately after takeoff and 'landing gear up' call by PF; the aircraft struck a flock of birds. All systems indications were normal while we assessed any other damage and continued on the SID. We elected to level at 3;000 ft. while further assessed the situation and gathered information from the Cabin Crew. No abnormalities were noted at that point and after conferring with Dispatch and Maintenance Control; we decided to continue. In a follow up with the Cabin Crew shortly thereafter; we decided to make an air return to ZZZ as the Flight Attendants noted odor in the cabin. We reversed course and landed in ZZZ without further incident.


Synopsis: B737-800 fight crew reported the flight attendants notified them of a smoky odor in the cabin following an encounter with a flock of birds during takeoff.  The flight crew elected to return to the departure airport.
Date: 201507
Location: ORD.Airport, IL
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received a reroute from clearance delivery after pushback from the gate. Controller read the full route phonetically; starting with PUMKN as the first fix. We inserted it into the [Flight Computer] as was read to us. We did not notice that the [flight route] started with the first fix being PMPKN. After departure were cleared direct PMPKN; and when the aircraft started the turn; the departure controller immediately gave us a vector to heading 060 and queried us about the spelling of the fix.




Synopsis: A320 Captain reported a track deviation when they navigated to PUMKN instead of PMPKN after takeoff from ORD.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon reaching the outer marker on the ILS; all of the sudden all of my lights went out. The Fire Engine warning light and the Standby Power Inop lights came on. Both flight displays continued to work. All of the circuit breakers in column one popped. I immediately [advised] tower. I tried resetting the first circuit with it popping out again. At this point I was too close to the runway to worry about any more trouble shooting. I went on with a safe landing. The fire trucks followed me down the runway until I parked at the ramp. Upon shutdown we opened the cowl and found no sign of fire.




Synopsis: C-208 pilot reported an electrical failure and engine fire warning light during a night ILS approach. Pilot continued to a landing.
Date: 201311
Local time of day: 1201-1800
Location: LIT.Airport, AR
Flight conditions: Mixed
Weather elements / visibility: 2
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C LIT
ATC / advisory: Tower LIT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Was cleared for RNAV 18 Approach at Little Rock. Crossed ALMOW INT at 2;700 feet. Descended to 1;900 for crossing at [RUZAL]. Tower comes over with altitude alert check altitude. Needles were lined up. Then descended down to 1;040 to cross ZEDEB the step down fix. Prior to reaching they tell me; 'Altitude alert. Check altitude.' Then descended down to 820 and realize the runway is over to my 10:30 to 11 o'clock position. Needle was still lined up. It was then that I realized that something was wrong with the equipment. KLN 90. Landed safely after visually seeing the runway.

Callback: The reporter believes that the approach was not properly activated and the display scale was not low enough to detect the error; resulting in early descents and deviation to the left of course.



Synopsis: King Air 200 pilot is advised by ATC to check altitude during descent to the first two stepdown fixes on the RNAV Runway 18 at LIT. At LNAV minimums the runway is sighted off to the left and a normal landing ensues. Post flight analysis reveals that the approach may not have been correctly activated and the display scale was too high to detect the error.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: B737-800
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: Gear Lever/Selector
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arriving to ZZZ with an visual approach to [Runway] XXC; the landing gear handle would not move to the down position. A go-around was performed; QRH executed with gear override trigger pulled; the gear handle still would not move down. One last try before a manual gear extension was accomplished; the gear handle was tried again with more force and the handle finally moved to the down position and a crosswind landing was made to [Runway] XXR due to traffic. Fuel was 6.7 on approach and 4.7 after landing.




Synopsis: B737-800 Captain reported executing a go-around after the landing gear lever would not move to the down position. On subsequent approach; the gear lever was positioned down with considerable force.
Date: 202006
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Loss Of Aircraft Control
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; Flight Crew Landed in Emergency Condition
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: After refueling on a hot high altitude day; I used a seldom used aid of using the fuel boost pump to aid the cooling of the engine during climb to cruise altitude. after reaching my target altitude; I leaned and reduced the engine power to the cruise setting and continued on course to ZZZ. While entering into a 45 degree entry into the downwind for the southerly facing runway; ATC asked if I could enter into an immediate base leg entry for the northerly runway due to a reported wind shift. I accepted the change and entered into a short base leg for a short final approach on the northerly runway heading. When I estimated that I could make the runway; I pulled the power to idle and the engine abruptly stopped. With only about 300 ft. of altitude remaining; I felt I might be able to make the extended runway and notified ATC of the engine out condition. In order to avoid collision with the runway approach lights; I swerved to the side of the runway heading and back to the runway for a hard very low speed landing. After quickly realizing taxiing on the runway will soon become a problem due to the engine out; I noticed the low fuel boost pump toggle switch was still on; and likely caused the engine to flood at idle power. I turned off the low boost fuel pump; and the remaining wind spinning the propeller started up the engine immediately. I proceeded to taxi to the ramp without further incident.I believe that a simple LED illumination on the dash to indicate that the fuel boost pump is still activated would have helped avoid the engine out situation. Needless to say; the landing checklist has been updated and I am having an LED indicator installed in the central dash to indicate when the fuel boost pump is active; as it is seldom; if ever; used.Subsequently; about 10 days after the landing I have been contacted by [organization] about a potential strike to a runway identifier light. There is no damage to the aircraft from the landing; which leads me to conclude that it is highly unlikely that it was caused by my landing.




Synopsis: P-210 Pilot reported an engine out landing due to improper operation of a fuel boost pump.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at Gate XX during heavy wet snow with wind blowing 10-15 kts. 90 degrees from the right side; the APU tripped off line 3 separate times. At some point; we also noticed zero duct pressure. The mechanic found no issues [and] suggested shutting the APU down for several minutes. Upon restart; pressure was normal for approximately 10 minutes; then it started to decrease again. [Contributing factors were] heavy wet snow; [flying] in direct right crosswind; [and] possible issue with design of MAX APU inlet. [I suggest] publishing a note in AOM or somewhere to let crews know this is a possibility on the 737-MAX and have Boeing examine this scenario.


Second narrative: While at Gate XX at ZZZ during heavy wet snow. [We] had issues with APU generator. [The APU] tripped off three times. [The APU] would reset after about 30 seconds. We also had zero duct pressure. The wind was a direct crosswind from the right. Maintenance came out and after resetting the APU and came up with a plan to shut down the APU so the door would close and allow the APU to stop ingesting wet snow. This happened to a MAX on gate XX and us on gate XX.After allowing 15 min for the shut down and restart of the APU; duct pressure came back up and the APU generated worked fine. [We had an] extended delay so [we] shut down the APU again. Direct crosswind with blowing heavy wet snow causes the APU to not operate correctly. [I made] a note in the flight manual to warn crews of this potential problem. [I recommend to] delay using the APU until you are ready to push and start the aircraft. If we had pushed with our original problem we would not have been able to start engine with no duct pressure.


Synopsis: Air carrier flight crew reported the APU on their 737 MAX continued to shut down while in service at the gate while in a heavy wet snow storm.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; General Evacuated; General Declared Emergency
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Aircraft

Narrative: Cruising at FL310 when the SMOKE CARGO WARNING went off. I called for the QRH Smoke Cargo Warning checklist. I remained the PF; the FO ran the QRH. At the same time I declared an emergency and asked ATC to get us slower. Using the FMS I saw we were within 50 miles to ZZZ and we told ATC we would like to divert there and were given the current weather. After running checklist the SMOKE CARGO WARNING was still on. We descended quickly at the same time contacted Company; the Flight Attendant and informed the 22 passengers. Less than 10 minutes later we were being vectored for the ILS to ZZZ. (Ceilings were around 900 OVC; 5 miles visibility). We briefed about evacuation on the runway because we still had the SMOKE CARGO WARNING. Flight Attendant kept us posted on the situation in the cabin; negative smoke. We decided; as long as there is no smoke or fumes entering the cabin up to landing we would stop the plane and do an orderly evacuation out the main cabin door. We were cleared for the ILS; but at glideslope interception the Tower warned us the glideslope went down. We concurred this information because we lost the glideslope. We went missed then were vectored to the ILS approach for the opposite runway. We had a normal landing and after I stopped the plane we ran the Evacuation Checklist and I informed the passengers to exit out the main cabin exit. Fire trucks were standing by along with a bus; and the FAA officials.

Callback: The aircraft was stopped on the runway. Emergency services inspected the aircraft finding a closed system was leaking some gaseous substance presumed to be oxygen creating fog; however; no trace of fire; heat or smoke.



Synopsis: CRJ200 Captain experiences a cargo smoke warning at FL310 and diverts to the nearest suitable airport. The smoke warning remains active and the passengers are evacuated through the main cabin door.
Date: 201502
Local time of day: 0001-0600
Location: DEN.Airport, CO
Flight conditions: Marginal
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Became Reoriented; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Second flight of the day using a new aircraft. The aircraft had some MEL's that made the typical checklist non-standard. Complied with the new checks and pushed the aircraft off the gate. Ran all normal checklist and began taxi for runway 34R. I am nearly 100% certain that the autofeather was armed during the after start checklist. On the taxi out we were given a runway change. At that time my FO updated her FMS and leaned over and updated my FMS with the new runway. It is my belief that the autofeather may have been deselected at this point by accident. The taxi continued to the runway with checklist and no event. It was the FO's flight leg. I taxied onto the runway when cleared for Takeoff and transferred controls to the FO. She pushed the power levers forward and I watched for TO power to be set. It was at this point that I realized that the autofeather was not armed. I took control of the aircraft at approx. 50-65 knots and aborted the Takeoff. We taxied clear of the runway and took a moment to verify that all the systems were set appropriately for departure. We then taxied back to the runway and departed without any further incidence. I made it a point to debrief my FO with regards to the abort and my beliefs on how it possibly happened.During my debrief I explained to the FO that setting runways in FMS can be performed on the one side and cross-filled to the other side. This would prevent accidental selection of another system. I also believe that being sure to cross check that all systems are set right is very key to ensuring that the aircraft can be flown without issue.


Second narrative: After lots of discussion we believe the Auto Feather was somehow bumped and deselected; most likely during reprogramming of the FMS after the runway change. Both of us vividly recall seeing it selected in the After Start checklist.


Synopsis: Dash 8-400 flight crew reported they started takeoff roll with autofeather not armed; possibly as a result of F/O accidentally bumping the switch during FMC programming. Takeoff was rejected.