elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Location: ZDV.ARTCC, CO
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Human-Machine Interface; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On ZPLYN RNAV STAR cleared direct to QUAIL and already in the descent to cross QUAIL at ZPLYN altitudes (FL220-FL200). We were then cleared the BOSSS arrival and to descend via the BOSSS (QUAIL between FL190-17000). The FMC will not change the old altitudes to the new BOSSS altitudes while proceeding direct to QUAIL. We spent too much time heads down trying to get the new ones into the box. It will not happen! The only way to get the new altitudes in is to go into heading select mode; go direct to a waypoint behind you and activate it; then move QUAIL back to the active waypoint and activate it; then back into LNAV. HUGE THREAT! Since we were [now] higher than we needed to be ATC also wanted us to slow down. WE CANNOT SLOW DOWN AND STILL DESCEND; ATC NEEDS TO KNOW THIS. We did not violate any crossing restrictions but were too high and fast to fit in so we were vectored for a downwind leg and resequenced into the approach flow. All could have been avoided if there were no conflicting altitudes on the arrival procedures; if the FMC would program itself correctly; if ATC would give a more [reasonable] clearance change; if all of the [new] DEN arrivals and transitions were thrown out and the old were used again; if ATC would just let you fly the entire procedure without vectors off course. Another HUGE threat is having higher altitudes on the transitions than those on the STAR! Who came up with that one?  With higher altitudes on the transition than the STAR the FMC will not let you go into an active mode. HUGE THREAT and too much time spent heads down reprogramming.




Synopsis: A B737 captain expressed general umbrage toward the recently initiated 'OPD' RNAV STARs to DEN. In the specific incident referenced they had been cleared direct to cross QUAIL as charted (Between FL220 and FL200) on the ZPLYN RNAV STAR; thence to descend via the STAR. Subsequently they were recleared via the BOSSS RNAV STAR via direct to QUAIL and to cross as charted; between FL190 & 17;000; but were unable.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Aircraft component: Thrust Reverser Control
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Landing
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I took a call from Aircraft X telling me that 'No.1 TR failed to open on landing '; which I had the Captain document in the log book. I then called ZZZ MX to alert them of this issue along with the fact that the No. TR was MEL'd and RIC was the ZZZ1 base it was at prior to this first flight of the day and to make certain the MEL deactivation was correctly performed. A call came in from ZZZ informing me that the wrong ICU was inhibited. They remedied the issue and the aircraft was returned to service. This was also an issue one day before; I was not working then; and the same discovery was made and remedied. I am guessing the closeness of the ICU 1 and ICU 2 is confusing to some. Follow Manual procedures and take close look at work after doing it while comparing it to manual pics.




Synopsis: Maintenance Technician found incorrect maintenance accomplished on aircraft thrust reverser.
Date: 201403
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Aircraft
Primary problem: Ambiguous

Narrative: Cleared for a visual approach to Runway 1R in LAS. We installed the RNAV (GPS) RWY 1R approach into the FMGC as a backup. Weather was clear and visibility unlimited in day VMC conditions. While on a right base approximately .5 miles east of the FAF; GALNE; descending through approximately 4;100 feet at a rate of descent of about 800-1000 fpm; we received a GPWS 'Terrain; Terrain; Pull Up; Pull Up' warning. Although in day visual conditions with obstacles clearly in sight; I increased thrust and transitioned to a shallow climb. The GPWS warning immediately ceased. I was still in a position to make a stabilized approach so I returned to the profile and completed the approach without further incident.




Synopsis: A319 First Officer experiences a GPWS terrain warning during a day visual approach to Runway 1R at LAS. Although the aircraft appears to be clear of terrain; power is added and the warning immediately stops. A normal landing ensues.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Recirculation Fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Number 1 Flight Attendant called and stated that there were smoke and fumes in the mid to forward cabin. She stated that the fumes smelled like burning plastic and the fumes/smoke were increasing. She turned off the Power Ports and IFE switches. We declared an emergency with Center and started a level left turn toward ZZZ. We accomplished the Smoke; Fumes; Fire Checklist. The fumes and smoke immediately dissipated with the accomplishment of this checklist. Reconfirmed with a Flight Attendant Instructor and two pilots aboard via intercom that the problem was solved. Per the checklist and having stopped the source of fumes and smoke; we cancelled the Emergency and continued to destination. After reading the maintenance follow-up; it appears to have been the Upper Recirc fan.




Synopsis: B777 Captain is informed of smoke and fumes in the cabin by the Lead Flight Attendant and declares an emergency with ATC. The Smoke and Fumes Checklist is accomplished eliminating the problem and the flight continues to destination. The upper recirculation fan is thought to have been the source of the smoke.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: During a training flight with a student we experienced an electrical failure/fault with our ammeter indicating a discharge. My student and I flew to another airport 50 NM away from our home airport for a night flight to satisfy PPL (Private Pilot) training requirements. We preflighted the aircraft and all systems were operational. Our runup was uneventful with normal indications and the ammeter showed an appropriate charge indication. We completed two full stop taxi-back landings at the other airport and departed back towards our home airport. About 25 minutes from our destination we heard an odd feedback in the headset and noticed the ammeter was ticking and indicating a discharge. We attempted to cycle the master switch/alternator switch but that did not remedy the situation. We heard the radio start to sound garbled as well. I elected to discontinue the training flight and head back to our home airport where the airplane could be serviced. However; due to the discharging battery; I turned off all electrical equipment in the aircraft including navigation lights and ADS-B out to conserve power so that we could put the landing light and navigation lights on during our approach and landing. This resulted in us not having ADS-B out or navigation lights on in airspace in which they are normally required. I felt it necessary to deviate from the regulations in order to safely get the aircraft back into our home airport where repairs could be made. I also avoided known busy airspace so as to deconflict from any other traffic in the area. We landed uneventfully and the plane was squawked so that it can be inspected.




Synopsis: Flight Instructor reported returning to home airport with NAV lights and ADS-B off after an alternator failure.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 7/8
Operator: Air Taxi
Operating under: Part 135
Flight phase: Cruise
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute the aircraft engine began to run rough. I ran through the emergency procedures. Switched fuel tanks; mixture was already full forward due to my altitude below 3;000 FT. Prop full forward; throttle full forward; boost pump on. The engine seemed to run worse with the boost pump on so I secured it. At this point I was below 500 FT and had to focus on finding a landing spot. Only one suitable lake was within my gliding distance. I picked my landing spot and applied full flaps. I declared an emergency on company frequency; but did not hear a response. After touchdown the aircraft tires broke through the ice into about 12 inches of water and came to rest on a second layer of ice. The engine was still idling normally at this time. I was concerned that the aircraft might sink; or become frozen into the ice; so I attempted to taxi to the lake shore approximately 100 FT in front of the aircraft. It required full power to get the aircraft moving. After 3-4 seconds at full power the engine would become very sluggish; bog-out; no power. I returned the engine to idle; waited 5-10 seconds; and then reapplied full power. The plane would move forward then bog-out again. It would maintain full power for only a few seconds. I continued this procedure until I reached the shore. I did notice the engine was running very hot during this time; almost red line. After idling on the bank for a few minutes I managed to taxi through the snow to a firm looking piece of ground; slightly uphill from the bank. I shut down the aircraft engine; all lights and avionic except for 1 radio; to conserve battery power. I was then able to contact another company aircraft to begin the search and rescue operations. I was returning empty; with no passengers; or revenue on board.




Synopsis: Air taxi pilot experiences low engine power which results in landing on a frozen lake. After landing the wheels break through the surface ice and come to rest on a second layer of ice. With the engine still running the reporter is able to taxi to the shore and call for assistance.
Date: 201702
Local time of day: 1801-2400
Location: ATL.Airport, GA
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ATL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATL taxi out instruction from Ramp 3 north taxi. Holding short of Foxtrot; Ground instructed to pass behind a Regional Jet (RJ) and continue to 26L on EC. As we started to taxi a ground truck pulled out in front of us causing us to stop to avoid contact. Having this in mind we then continued to taxi and I followed the RJ. My understanding was to taxi out and follow RJ but my First Officer said we were supposed to pass behind the RJ. Ground asked us to wait and once the RJ cleared he gave us instructions to continue to the runway for departure. There was a lot of ground communication and clutter during this time with multiple aircraft.


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


Synopsis: B737 flight crew reported taking the wrong taxiway at ATL after a sudden stop to avoid a vehicle.
Date: 201906
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification; Workload; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Staffing; Human Factors; Company Policy; Procedure
Primary problem: Company Policy

Narrative: It has been identified that [a company] Maintenance Supervisor is accomplishing discrepancies and correcting actions in the Aircraft Maintenance Logbook while their qualifications are expired. Attached are images of maintenance qualifications plus log pages attached to the individual's name. This is a direct violation of [Company] Maintenance Policies.Note: Having an issue uploading training records image and log page image; if required please email for request.Individual is being pressured to release aircraft back into service by higher management and is willing to accomplish documentation regardless of their individual qualifications. Attached are log pages that individual has been linked to plus the qualification status as of [date].Individual needs to be approached about their Illegal activities and negligence for keeping training qualifications current; which violate [Procedures Manual] policies.




Synopsis: Air carrier mechanic reported maintenance supervisor signing off maintenance work without proper qualification.
Date: 201508
Local time of day: 1201-1800
Location: SFO, CA
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Confusion; Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared for a visual approach with a left base entry to Runway 28L at SFO after reporting an air carrier jet in sight approaching the parallel Runway 28R from the east. We turned a 15 mile final and intercepted the localizer for 28L for which we had verified the proper ident. My First Officer indicated the air carrier jet looked like it had flown through 28R's centerline toward our course. I offset our track to the left to provide some additional spacing. We then received a climbing TCAS RA which I executed. We received a clear of conflict and the First Officer reported the TCAS climb to ATC; who asked if we were able to continue the approach. We responded that we could still continue the approach and I began to correct our vertical path to recapture a stabilized profile. I asked the First Officer if he could see the air carrier jet; which he responded he could not. As I asked this question I scanned my EFIS displays noticing traffic apparently on our same approach course below us. I received another TCAS RA and executed a missed approach.It's possible the air carrier jet erroneously intercepted the localizer/final approach course for 28L instead of 28R. In fact; I believe it was eventually cleared to land on 28L as we executed our missed approach.




Synopsis: An air carrier Captain reported executing a missed approach on a SFO Runway 28L visual after the second TCAS RA climb command from another aircraft which apparently erroneously lined up on 28L instead of the assigned 28R.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Post-Flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Returning from a solo cross-country. Winds were 9 knots [straight down the runway]. [During] landing; hit left wheel hard; bounced 1-2 times; and then decided to do a go-around; landed without incident. When I parked and shut the engine down; I noticed that the prop tips were bent.




Synopsis: Grumman Tiger pilot reported discovering propeller damage after a hard landing.
Date: 201911
Local time of day: 1201-1800
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: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was instructing a student in VFR conditions. We had been cleared for touch and go on Runway XXL at ZZZ. My student was preparing for landing on Runway XXL. At approximately 600 feet AGL; I identified traffic in the downwind leg with landing lights flashing. At the time I identified the traffic; I recognized that traffic starting to turn its base leg in front of us and on a direct path to our aircraft at the same altitude. I immediately notified the Tower of the traffic turning toward us. At that time I called for an immediate go around and my student initiated full power and a climb. At the same time the Tower called a turn for the other aircraft away from us. I then notified the Tower that we were going around. We continued our climb to 6;700 feet and entered a crosswind turn at approximately the approach end of Runway XXL per the instruction of the Tower. I estimate that the other aircraft was within 500 feet of us at the same altitude. We then continued our flight with no additional issues.




Synopsis: Flight instructor reported an NMAC in the traffic pattern that resulted in a go-around.
Date: 201502
Local time of day: 1201-1800
Location: SUA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D SUA
ATC / advisory: TRACON PBI
Aircraft component: VHF
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Tower instructed us to contact Palm Beach departure after departing Runway 29 [30] at SUA; could hear controller loud and clear; no response from controller to our call. Switched to COM 2; no change. Pilot flying called on his mike - no response. Controller called us; no response to our answer. Controller requested 'ident' and acknowledged. We made numerous attempts to contact departure. Controller told us to climb to 5;000' and acknowledge with an ident. We did so and controller then told us to contact Miami Center. Miami acknowledged our radio call immediately. Exactly the same thing happened departing SUA; Runway 29 three days later. Departure frequency was 132.8.




Synopsis: CE560 Captain departing Runway 30 at SUA experiences lost comm with PBI Departure on 132.8; with the crew able to hear Departure but Departure could not hear the crew. No problems were experienced on Tower frequency prior to or ZMA after the event. The exact same scenario repeated three days later.