elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue
Anomaly: Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Both pilots on duty for six days in a row. I had been on duty for 8 of the preceding 10 days. I had been on duty for 28 hours over the preceding three days; and worked 9 out of the preceding 11 days. My FO (First Officer) was currently scheduled for 9 days in a row of flying due to a reassignment; awaiting a change from crew schedule. During arrival into ZZZ; we were given an arrival change about 20 minutes out. I thought I had a good plan for our descent; but found that we were kept a little high on the arrival; and ended up high when cleared for the visual. I did not notice right away that we were high; and once I became aware; lowered the gear and configured rapidly for descent. I always try to be configured early and was not on this approach. I did use speed brakes and flaps 15/gear down for an extended time until on the glide slope. I was configured by 1000 ft. AGL; but was not coming in with the power until 500 ft. I believe I met the requirements for a stable approach in VMC; so we continued to an uneventful landing.I honestly felt worn out. I did sign fit for duty for this leg; and completed the trip but simply felt worn out. Our domestic narrow body lines are frequently putting us on duty over 300 hours a month; very long duty days; maintenance delays; hotel problems and whether events. After months of this; it takes its toll on our attention span and attention to detail skills. I have been a junior line holder or reserve Captain for seven years and am finding that I can not do what I used to do. After working hard to attain this position for 30 years; the industry has changed enough so that this domestic flying is harder work than my regional flying experience and is putting the operation at an unacceptable risk level to me. I am solving the problem by abandoning my seat for the 777 FO.It does not appear that there is any motivation in our industry to remedy the problems associated with FAR 117; so I do not see any improvement on our horizon.




Synopsis: B737-800 Captain reported company safety margin has been diminished due to scheduling policy and outdated FAR 117.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were enroute back to home base in early evening on after dropping passengers.  Two Crew were onboard.  First indication of any concern was a 'Chip Detect' annunciation.  Following the checklist all oil temps and pressures were noted and observed normal.  While in cruise we began noting very small needle deflections in the oil pressure and the real likelihood that the left engine was in distress.  Following the checklist we began a decent to single engine altitude and prepared for an engine shut down.  Within short time of this action the engine began to loose power and fail. Engine securing procedures were followed using the checklist ATC was advised.  We were still at higher altitude over and passing ZZZ [Airport] so several options were available as far as final landing destination.  Given the current state of runways at home (Only +/-3900ft available per NOTAM) and lack of any onsite support service that might be needed we decided to reverse course and divert to ZZZ; without further incident we landed safely.


Second narrative: [Narrative provided no additional information.]


Synopsis: BE-200 flight crew reported loss of one engine and subsequent divert.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Woman [passenger] was very rude to B Flight Attendant and threw a dirty tissue at face. This was considered an assault with a Bio-hazard object. We had the passenger removed. We got off the gate late because the Gate Agent was dragging her feet to remove the passenger.




Synopsis: Flight Attendant reported unruly passenger threw soiled tissue at flight attendant.
Date: 201901
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Personal
Reporter function: Pilot Flying
Second reporter function: Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Result: Flight Crew Took Evasive Action

Narrative: Upon reaching 11;000 feet we encountered light icing in which conditions were deteriorating. We decided an immediate 180 turn was needed with a return back to the departure airport. This turn was done while contacting ATC. We started a left turn before ATC clearance was received. ATC responded with instructions for a right turn. We corrected by turning right more than 180 degrees and exited the icing conditions. ATC also gave us a descent to 10;000 feet which helped us expedite out of the icing. An uneventful landing back at the departure airport was executed. No emergency was declared. The flight was cancelled for the remainder of the day.


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


Synopsis: C182 flight crew reported encountered icing conditions requiring a deviation from ATC clearance and a return to the departure airport.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This incident occurred while departing for a lesson towards my instrument rating; myself left seat and Flight Instructor in the right. After engine start; I taxied to the area commonly used for run-up; non-movement area of the ramp. After calling for clearance; I noticed a low voltage annunciation on the main bus; and [a] reading of 16V. I scanned the switches and confirmed that main battery and alternator switches were on; and no circuit breakers were in the tripped position. A few seconds later; both my Flight Instructor and I started smelling something acrid; and I started shutting down the airplane following the electrical fire checklist. After evacuating; the smell was still present but did not seem to be getting worse. As we were still close to parking; we manually pulled the airplane back and referred the issue to Maintenance to investigate further.




Synopsis: C172 student pilot reported a low voltage annunciation while performing engine run-up with an acrid odor present and along with the flight instructor.  They elected to shut down the aircraft and evacuate to investigate further.
Date: 202111
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other Departure / Pushback
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Distraction
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Other pushback
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was pushing the aircraft on [gate] X; my wing walker on the First Officer's side is signaling that the aircraft is being pushed. We are halfway across the VSR [Vehicle Service Road] when a third party worker in a pickup truck was speeding down the VSR and almost hits the side of the plane and the wing walker. The driver wasn't paying attention and slammed on the brakes skidding across the VSR almost hitting the plane. I stopped the push to prevent any further damage if said driver was to hit the plane.




Synopsis: Reporter advised of a vehicle almost hitting an aircraft that was pushing back.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed [in the morning] on a clear VFR day. I was performing a maintenance check [flight] to break in a new left engine that had been installed on the aircraft. After leveling out at 8;500 feet and 10 miles from the airport the right engine started losing power; at this point I instantly turned back to the airport. I communicated to Approach Control that I was having a maintenance issue and needed to return to the field and was not declaring an emergency. Before the engine reached 2;000 rpm's the engine was shutdown in accordance with the emergency procedure checklist. Communicated Approach Control at this time I was single engine and still was not declaring an emergency; I landed the plane safely. Found oil coming out of the right engine cowling; the maintenance shop found the prop accumulator had blown open.




Synopsis: C414 pilot reports a loss of power in the right engine during a maintenance test flight for a newly installed left engine. The engine is shut down and the flight returns to the departure airport.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
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
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Our flight was changed to an -800 from the scheduled -700. Our Agent stated that she had never worked an -800 flight before. Our Passenger load was fairly light; and the Agent knew in advance that a zone count would be required; and she had an approximation of what count would be required in each zone in order to be within limits.When the Agent delivered the Loading Schedule to us; her zone count matched her pre-planned numbers. Shortly after this; she closed the front door; and then the Flight Attendant (FA) gave us their Passenger count form. It was immediately obvious that the numbers on the FA form and on the loading schedule bore no relationship to each other whatsoever. (This probably shouldn't be surprising; since the loading schedule had been printed before the final count by the FAs was complete.)I had the Agent pull the jetway back to the aircraft and explained to her that simply having numbers on her form that reflected a particular distribution of Passengers in the aircraft was not enough; the numbers on her form needed to reflect the actual location of the Passengers. She attempted to print a loading schedule using the actual zone count that we had; but was unable as the trim units were out of limits.The situation was resolved by moving Passengers in the cabin; and a new count was accomplished. This count allowed the loading schedule to be printed; and we departed without further incident.Agents need to understand (in the most clear terms possible) that making the numbers right in the computer; without those numbers reflecting reality; is unsafe and unacceptable. This isn't the first time I've had an Agent do something like this; and I suspect that my two experiences are not unique.




Synopsis: A station agent unfamiliar with; and apparently; untrained on weight and balance computations for the B737-800; provided passenger numbers and distribution which met the computation demands but did not reflect the actual location of the passengers on board. When computed with their actual location the resulting trim setting was rejected as out of limits. Relocating the passengers produced a valid and operationally acceptable center of gravity and the flight departed.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Weather

Narrative: On short final below 200 feet with a reported 10 KT quartering tailwind the approach became unstable and the Captain executed a missed approach. On the way to the hold ATC informed the crew that the wind was gusting now to 18 kts. Due to the low ceiling the RNAV was not available and due to the high tailwind the ILS RWY was not available. Crew diverted to filed alternate.Crew recognized unstable conditions and executed a missed approach.Both pilots were called on reserve near the end of their duty day. The weather report was not as bad as actual conditions. There was approximately a 30 KT tailwind on the approach until around 400-500 feet final when the tailwind began to fluctuate between 10 and 15 KTS. ATC reported the gust on final and the aircraft became unstable at low altitude. Crew executed a missed approach. Also of note; due to MEL XX-XX-X the EGPWS Windshear mode was inop. Also this was the Captain's first flight in nearly 2 months.Crew obtained the latest weather from ATC which confirmed the gusting tailwind and deteriorating conditions. Crew noted that while the weather was worse than forecast; it was not forecast to improve for several hours. Due to the deteriorating conditions; lack of available runways to land on; RCC 5; nighttime; and a lack of recent flight experience; the crew elected to divert.




Synopsis: Air carrier Captain reported executing a go-around due to a quartering tailwind and then electing to divert to filed alternate.
Date: 201511
Local time of day: 1201-1800
Location: JMS.Airport, ND
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZMP
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Chart Or Publication

Narrative: The filed route from JMS to [destination] is not in the FMS and while manually entering it; I incorrectly entered FARMM instead of FARRM.  Unfortunately; there is a fix with that name so the FMS took it.  After the IOE student copied his clearance he checked the route but also missed my mistake.  I was the flying pilot and after takeoff made the turn to FARMM.  After checking in with Minneapolis Center; we were 'cleared direct farm.'  I thought this was odd since I was direct.  Then I noticed the MFD said [hours] to destination so I immediately put the autopilot on and double checked the release.  Once I saw the mistake I asked for a vector explaining the typo.  Center cleared us to DVL.  I complied and the rest of the flight went normally.The root cause was my typo.  It's unfortunate that there are two fixes so closely spelled and that both of us missed it.  Contributing factors were that it was IOE at an uncontrolled airport with the extra radio calls for clearance and CTAF; taking off into icing conditions; and slow after takeoff checks. Obviously; I should have slowed down and checked/rechecked the route.  I also wish I had noticed the MFD flight time sooner.  That was a red flag.  It would help too if the route could be loaded into the FMS database.




Synopsis: A pilot reported of incorrectly entering a waypoint that sounded the same; but was spelled differently. The FMS took the incorrect waypoint because it is in the database. The pilot saw a discrepancy and asked for a vector. Pilot stated that it was unfortunate that there are two fixes so closely spelled and that he and his student both missed it.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Noticed an acetone/fume smell descending into ZZZ beginning at approximately 1;200 feet AGL. Pack 1 selected off and odor seemed to dissipate.




Synopsis: Air Carrier Captain reported a fumes event during descent characterized as 'acetone/fume' odor. Number 1 Pack selected off which seemed to dissipate fumes.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Observer
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As the Captain and I were preparing for push back while at the gate during the boarding process; the APU failed. We smelled something burning. No EICAS message was presented. Almost immediately thereafter; a pilot from another crew told us our APU was on fire. The Captain called for an evacuation of the aircraft. The Flight Attendant immediately got everyone off the airplane and directed them back into the terminal. The Captain declared an emergency with Ground frequency and called for fire trucks. We ran the APU fire QRH and pushed the APU fire extinguishing button as per the QRH. The fire trucks additionally used external extinguishing aids. The fire was extinguished. Also; the APU had an MEL for an inoperative generator; which could be considered a threat since it required abnormal operation.




Synopsis: An EMB-145 APU shutdown prior to pushback and subseqently a pilot informed them the APU as on fire so the aircraft was evacuated; an emergency declared; the QRH completed and the Fire Crew extinguished the fire.