elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Company Policy
Primary problem: Company Policy

Narrative: Ten minutes prior to pushback; had a tail compartment overheat warning. Very abnormal with cool outside temps.  Performed QRH emergency procedure; shut down air and APU which was providing it. Warning stopped at shutdown of APU. With over twenty years experience on this type aircraft; and fully knowing this aircraft a day prior provided me with a right air condition temp high light and had issues with Airfoil Ice needing excessive power to get proper temps both on right side; I believe a bleed air problem existed with this aircraft that just came out of a heavy check. Upon Maint arrival with a fully loaded aircraft they lowered the stairs of this aircraft and attempted to start APU and trouble shoot aircraft with passengers on board. Sitting in the left seat as Captain of this flight I stated 'NO' and advised that if they wanted to trouble shoot a possible bleed air leak that we needed to deplane passengers. This request was not received well and was met with resistance as maintenance and ramp worried about on time. Maintenance in a condescending confrontational tone stated 'just fine go ahead and deplane'. Suddenly Ramp operations called and said that someone in Customer Operations said to override the Captain and not to deplane. As a Captain I have never experienced such an event. The Captain is in charge of all passengers; crew; and their safety while on board. At this point I realized I was losing control operationally speaking of the safety of my crew and passengers and advised the ramp that if they did not deplane prior to trouble shooting a Tail Comp Over Heat warning with cool ambient outside temps that I needed to be replaced or relieved as the Captain. Ten minutes later they chose to swap aircraft. The Pilot in Command should not be interfered with when performing the duties of his or her position especially regarding the safety of their passengers and crew.  Maybe Customer Operations needs to communicate directly with Dispatcher and Captain involved with said scenario before circumnavigating their authority to keep passengers as safe as possible.  Hire more experienced personnel in customer ops.




Synopsis: MD-83 Captain reported he felt his operational authority was being infringed upon while dealing with a mechanical issue at the gate prior to departure.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Aircraft component: Electrical Wiring & Connectors
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After completing a landing and taxiing back to the departure end I noticed smoke coming from under the panel.  The engine; master switch and auxiliary fuel pump were all turned off and I exited the airplane.  I opened the front deck hatch and observed the source of smoke was the battery.  I found some rags and dipped them in ditch water; then used them to smother the hot spot under the battery.An investigation determined that the battery strap had gotten loose allowing battery to dislodge.  The bottom of the battery came to rest on an aluminum support strap.  The strap abraded the battery case until it exposed the gel cell posts; resulting in the smoke.




Synopsis: A Searey LSA pilot detected cockpit smoke while taxiing. The aircraft was secured and evacuated. Reporter discovered an eroded battery case strap which allowed the battery to dislodge and come to rest on an aluminum support; eventually exposing cell posts and shorting. Reportedly; wet rags were used to quench the smoldering material.
Date: 201704
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Manuals; Company Policy; Chart Or Publication
Primary problem: Aircraft

Narrative: With no charging system for the ipads on the flight deck and only on back up flight bag with charts and QRH safety can be compromised if an iPad battery runs low or it becomes necessary to navigate and handle an irregularity at the same time.The first officer does not have access to the flight bag or the QRH if it is only on the Captains side of the aircraft.




Synopsis: B747 First Officer reported that an additional charging plug may be necessary in the flight deck for unexpected situations.
Date: 201903
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The aircraft arrived in ZZZ1 from ZZZ via ZZZ2. No cargo was onloaded or offloaded at ZZZ1. I was an operating First Officer flying as the First Observer and I performed the Main Deck Procedure per FCOM (Flight Crew Operations Manual) volume 1. While reviewing the NOTOC (Notice to Captain); I noticed there was class 1.4c HAZMAT which is Cargo Aircraft Only (CAO) that must be accessible to segregate in case of emergency. It was located in a pallet position on the right side of the main deck. While walking the main deck I could not find a way to get through to the right side to gain access to the 1.4c HAZMAT there. All pallet positions on the left were full & no walkway was left open. I notified the Captain & the Load Master. Both coordinated with the company. The HAZMAT was moved to a different pallet; the NOTOC was corrected and we departed [ZZZ1] 52 minutes late. Follow proper HAZMAT loading procedures. We were delayed 52 minutes due to this problem but neither 'block turn back' nor 'no disruption' are accurate as to the impact of the problem.




Synopsis: B747 First Officer reported Hazmat cargo improperly loaded. Hazmat shipment not loaded in accordance to Hazmat loading procedures.
Date: 202111
Local time of day: 1201-1800
Location: DXE.Airport, MO
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: On taxi out I noticed a large area on the taxiway was fenced off and the taxiway line had been repainted. At first I thought I must have missed it in the NOTAMs so I stopped the aircraft and reviewed the NOTAMs. The taxiway closure and unlighted fencing was NOT in the NOTAMs. Upon return to the airport I attempted to contact airport manager but his office was locked. It appears the taxiway was fenced off and the taxiway line repainted due to hangar construction adjacent to the taxiway. Without a NOTAM issued this could be hazardous; especially at night time or low visibility since the fencing is unlit.




Synopsis: Flight Instructor reported an area of the taxiway was fenced off and taxi lines repainted at DXE airport. Pilot states there was no NOTAM warning pilots of the change and obstruction.
Date: 201711
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZME
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: Aircraft X was requesting the RNAV 22 into SRB. His destination is at a point where there is a ZTL and ZID low sector. The IAF for the approach is just across the boundary inside ZID Sector 21. The aircraft was level at 5;000 and reported that he had the weather and NOTAMs for the field. After reviewing the NOTAMs myself; I issued a clearance to cross WOTEK at or above 4;400 and cleared for the approach. The MIA in the sector is 3;800 and approach plate had 4;400 so I issued 4;400. However; WOTEK is again just across the boundary where the MIA increases to 4;500. Since the aircraft was landing at its final airport; terrain alerts were already suppressed and I did not notice the issue until I had switched the aircraft to advisory. I did not attempt to have an aircraft relay through UNICOM because the aircraft had already passed the IAF and the event was already over. Traffic volume was average or above average. Complexity was a little bit higher because there was another approach in progress and I had an additional aircraft holding for an approach with the usual Nashville arrivals and departures. Sector 40 and 41 are combined 99% of the time. The approach plate should always be at least what the MIA is. It doesn't make any sense why it doesn't.




Synopsis: ZME Center Controller reported the RNAV Runway 22 Approach at SRB has an IAF altitude 100 feet lower than the minimum IFR altitude.
Date: 201407
Local time of day: 0601-1200
Location: PPO.Airport, IN
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight phase: Initial Approach
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: At a 2 mile final on a Visual Approach to landing at PPO; I noticed an airplane converging with us on our left.  The traffic was less than 300 feet away horizontally and 30 feet above us. I was already hand flying the airplane; and I made an abrupt maneuver to avoid a collision. After completion of the maneuver; a go around was executed. A normal entry back into the traffic pattern and a normal landing were then accomplished. The aircraft in question was not making radio calls and was not operating with a transponder due to the fact that there were no warnings from the TCAS system.




Synopsis: BE400 First Officer experiences a NMAC with a light aircraft on final approach at PPO and goes around. The light aircraft was not communicating on the CTAF nor did it have a transponder.
Date: 201208
Location: EWR.Airport, NY
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At approximately 1;200 MSL; I broke off the ILS to 22R and began my circling maneuver to Runway 29. Runway 29 had been programmed into the FMCS with a 5 nm runway extension. On downwind ATC directed us to start our base turn inside the 5 mile fix. Once established on base leg; I could not see the runway from my seat; so I started a turn toward the runway and began a gradual descent. Since much of my attention was devoted to trying to locate the runway; I descended lower than I intended. When the GPWS obstacle warning sounded; we initiated a go-around and landed on 22R. In my 14 years as Captain on the 757; this was my first circle to land maneuver. In hindsight; I would have made a three mile fix and [used] LNav to the fix.




Synopsis: A B757-200 received a GPWS terrain warning on a circling approach when it descended below procedure altitude. A climb to a safer altitude and a normal landing was made.
Date: 201501
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Completed training maneuvers with student approximately 3 miles South of Crows Landing (CA93). On climb out to return to home base; I began to lose power. At 1800 FT MSL I was unable to climb then the aircraft began to shudder from engine vibrations. I turned the aircraft to CA93 in the event I was unable to regain power. After troubleshooting the aircraft I was unable to restore power. I notified NORCAL APCH of my intention to land at CA93 Crows Landing and had my student read the forced landing checklist. We made the field without incident. Company maintenance arrived about 1.5 hours later and said the bottom plugs had carbon build-up. He cleared the carbon and got the engine performing normally. I volunteered to fly the aircraft back to home base. The flight was uneventful until final approach where I began to lose power once again. I made the field and taxied the aircraft to maintenance. I observed no visible damage or leaking fluids from the aircraft. After the incident I had 19 gallons of fuel and normal oil levels.




Synopsis: C152 instructor pilot experiences a rough running engine climbing out from CA93 and elects to return. Maintenance arrives and finds the bottom plugs have carbon build up. The plugs are cleaned and the aircraft is flown back to base where the engine begins to run rough again during approach.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing lost control due to tail wheel steering ineffective causing aircraft to veer left then right causing application of brakes to assist steering resulting in nose over with prop strike. Aircraft sustained damage to prop and lower cowling. There were no injuries or property damage. Owner/passenger in rear seat. No other aircraft or persons in area.




Synopsis: PA12 pilot reported that a wind gust caused loss of control on landing; resulting in a runway excursion and prop strike.
Date: 201807
Local time of day: 1201-1800
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We anticipated the RNAV Approach 16R into DEN. We briefed and loaded this approach. At roughly 15;000 ft MSL we encountered moderate turbulence which caught us off guard; as there were no prior reports of this. I left the frequency to advise the Flight Attendants to take their seats. It was at this time ATC changed our approach to the RNAV 17R. My First Officer loaded this approach into the FMC. ATC also requested us to maintain 280 knots task loading us. Once we were cleared for the RNAV Approach I failed to notice we forgot to join the approach from QWIKE. The next fix in the box after QWIKE was ROOOl; when it should have been STAAM. The aircraft did not join the approach and kept going straight. ATC queried us and broke us off the approach. We were then cleared for the visual approach to Runway 17R.




Synopsis: B737-700 Captain reported a track deviation occurred on the RNAV 17R approach to DEN. Reporter cited a late clearance change as contributing.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During routine training flight engine quit during climb out.  Followed the manufacturer's checklist and conducted emergency landing in an unimproved field.  No damage to aircraft and no injuries occurred. Cause of engine failure unknown at this time.




Synopsis: C152 instructor pilot reported landing in a field after the engine failed while climbing.
Date: 201304
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Time Pressure; Workload
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure and during climb we were leveled off a couple of times; then cleared to FL180. Once at FL180; we heard two loud banging noises coming from engine number one. The throttle levers were greater than 15% which disconnected the auto-pilot. The EICAS message read Eng 1 Control Fault. I immediately started working through the QRH with the Captain and; in doing so; climbed 300 feet above our assigned altitude. ATC notified us we were 300 feet high. The Captain advised we were correcting; and once level back at FL 180 the Captain declared an emergency as per the QRH. We were off our assigned altitude no more that two minutes.  I do not think there is a way this situation could have been prevented. The altitude deviation was a direct result of dealing with an in-flight situation just before an emergency was declared.




Synopsis: Crew experienced engine abnormalities; incurred a slight altitude deviation and returned to land.