elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 0601-1200
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: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Observer
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student pilot and I were performing a dual/solo pattern lesson. Where we stayed closed traffic on Runway XXR. After six dual landings; the student and I felt comfortable to send him solo. He dropped me off on the south ramp then proceeded to get clearance and taxied back to Runway XXR. As I observed him from the ramp. Upon his second landing; after a firm touchdown; I saw smoke of what appeared to be a tire popping. The aircraft lost directional control and veered off the side of the runway into the grass between the taxiway and the runway. Instinctually; I ran out to the aircraft to see if the student was okay. In doing this; I crossed the hold short line and caused a runway incursion. I was simply concerned with the health and wellbeing of my student and to see if an ambulance or fire extinguisher was needed (it wasn't). Thankfully; he was not injured in the process. I reacted out of impulse to help; rather than just standby as an observer.




Synopsis: C172 Instructor on the ramp reported running across the runway hold short line to assist his student who had blown a tire and veered off the runway into the grass.
Date: 201511
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: IMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were given a crossing restriction from Center to cross 10 east of ATR at FL180. We programmed that and the PF started an early descent for the restriction due to turbulence. We were below the descent path descending at 1;000 FPM. The Controller then amended the clearance and told us to maintain our current descent rate and to descend to 16;000 feet. The PF put in 16;000 feet in the altitude window and hit altitude intervention. I queried the Controller if 1;000 FPM would be okay with them and the Controller replied yes.After we crossed over ATR; the Controller asked us why we had not made the previous restriction and I replied they had given us a new altitude of 16;000 feet therefore canceling out the previous restriction. Controller explained to me that was the reason for instructing to maintain our current rate of descent to 16;000 feet. I then explained that we had started down early and were below the computed descent flight path and that was the reason I had queried if 1;000 FPM would be okay.Controller then said that they had really needed the previous 18;000 restriction; but luckily we were near no other aircraft at the time. I then calmly and professionally (the Controller was also by the way); explained that if they really needed the restriction that it would have been better to just tell us to 'cross 10 east of ATR at or below FL180 and then descend to and maintain 16;000 feet.' The Controller then said not to worry about the event and said nothing would come of it. A different Controller later handed us off to the next sector.




Synopsis: B737-700 Captain reported failing to meet a crossing restriction after misunderstanding an ATC clearance.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Flight attendants reported smelling fuel in aft cabin. Captain took over the conversation with flight attendants and I assumed control of aircraft and radios. I prepared landing data and got set up for the arrival while the Captain worked with the flight attendants to resolve where the fuel vapor was coming from. First he had them check the overhead bins where the smell was prevalent. Meanwhile he checked the QRH for smoke/fumes. The checklist is set up mostly for electrical events; so we discussed the steps and decided the ones that would probably help considering we had the fuel leak on the #1 engine. We used those steps to turn the left pack and bleed off. The fumes started to dissipate after that. We then ensured all electrical steps were back on and working; and continued our descent and landed without further event.


Second narrative: Approaching top of descent; the flight attendants reported smelling kerosene fumes in the cabin starting about Row 13 and aft. The First Officer and I could not smell anything. I instructed them to check the overhead bins for any fluid that may have spilled. They could find nothing. On the previous leg; a fuel leak on the number one engine was discovered during engine start. The engine was run and the leak found by Maintenance was within serviceable limits. With this in mind while applying the QRH; we elected to turn off the left engine bleed air and left pack and closed the isolation valve. The flight attendants reported about five minutes later; that the smell was dissipating. We landed without further problems. The problem was written up and the aircraft was taken out of service.While the QRH does not specifically address this scenario in the Smoke/Fumes Checklist; we were able to adapt parts of it to shut down the left side of the pneumatic system. If in fact the leak in the No. 1 engine was determined to be the source of the fumes; perhaps an assessment should be made of what is serviceable with regard to what the source of the leak is.


Synopsis: B737 flight crew is informed by the flight attendants that there is a fuel smell in the cabin. Since a fuel leak on the number one engine had been detected prior to departure and deemed to be acceptable by Maintenance; the left bleed and pack are shut down and the smell begins to dissipate. The aircraft is taken out of service after landing.
Date: 202107
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Getting a lot more non-compliance of mask wearing. I am sure it is due to CDC uncertainty and vaccinations. We (the flight crews) need clear procedures on how to move forward with the new Delta Variant; vaccines; and the federal mask mandate. Every flight is a struggle.




Synopsis: Flight Attendant reported an increase in mask non-compliance during flight operations and requested additional guidance.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear Tire
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out we received an EICAS message; TIRE PRESSURE. We confirmed on the GEAR SYNOPTIC page the number 6 main gear tire was slowly losing pressure. It continued to lose pressure during the flight and stopped at 20 PSI. We completed all required checklists; and referenced all performance charts and limitations that were applicable to the condition. [Maintenance] was contacted to see if they could provide any history on other tire failures on the B777; and advise us on what to expect on landing and rollout. We were told the tire would most likely fail on the rollout. We planned our approach to this landing with that in mind. Dispatch was notified of the situation; and we requested they contact [destination ops] to plan for a possible 'aircraft unable to taxi' situation that would need stairs; buses; and a tug. I briefed the number 1 Flight Attendant on the situation; and the possible scenarios we might encounter on landing. We checked the weather along our route of flight; it was clear and forecast to remain VFR. I elected to increase our fuel burn above the flight plan figure to arrive with R+A fuel of 13;000 lbs; adding that to the 405;381 lbs gave us a landing weight of 418;400 lbs. At that landing weight with the current aircraft configuration; weight; weather; and performance penalties for 1 and possibly 2 brake failures provided a substantial safety margin. When Center was contacted we declared an emergency providing them with the required information; and briefed them on the situation and requested emergency equipment meet the plane. We flew a normal approach and landing; and rolled out using only reverse thrust down to turnoff speed; and then only minimal braking to bring the plane to a stop. A visual inspection of the gear and tire showed it to be intact; we slowly taxied to the gate. The cabin crew did an outstanding job of preparing the passengers and cabin for what turned out to be a very normal landing. I cannot say enough good things about my First Officer and relief pilot who made this scenario look easy with the way they handled it. This freed my time up to talk with the flight attendants; [Maintenance]; Dispatch; ATC and keep the big picture in view allowing me to analyze the situation and make changes as needed.




Synopsis: B777-200 Captain reported receiving EICAS message TIRE PRESSURE after takeoff; alerting the flight crew of low pressure in a main gear tire. They coordinated with all applicable parties and landed normally at destination.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While on an OE Refresher flight; I was the PM and my FO student was on his first PF leg in about 9 months due to being non-qualified during the COVID crisis.We were on a right down wind with a clearance to descend 2;000 feet. We were told to stop our descent and we leveled off at 2;600 feet. ATC alerted us to a helicopter crossing our path at 2;000 feet. We reported him in sight and ATC turned us for a right base. When we were clear of the traffic we were cleared to 2;000 feet and then for a visual approach with the airport in sight.  The FO called for gear down just outside the marker and managed the speed at the marker. We were at 170 knots at the time.  We had planned for a flaps 3 landing. With our encounter/interruption with the close traffic we didn't take into account that the marker was 3.4 miles from the runway and at 1;200 AGL. With the glide slope captured and a planned flaps 3 landing the airplane was having a hard time slowing down. I pulled the speed brakes to assist the aircraft and the FO was slowing the airplane down.  I pulled them just inside the marker and stowed them a few seconds later when the airspeed was near Vref. What I didn't realize was I had left them extended below 1;000 feet.  I think part of the issue is the approach seems a little nonstandard (standard: 5 NM; 1;500 feet AGL) and sneaks up on you with the marker at 3.4 NM from the runway at 1;200 feet.




Synopsis: Air Carrier Captain reported an unstable approach.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In flight emergency due to partial engine failure. There was loss of engine power; loss of indicated airspeed and loss of altitude. ATC provided vectors to [the nearest airport]. I landed without incident. There were no injuries. There was no damage to the aircraft.




Synopsis: The pilot of a Cirrus SR22 declared an emergency and landed safely after experiencing a loss of engine power.
Date: 201812
Local time of day: 1801-2400
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Procedure

Narrative: Over ZQA; evidently we turned outbound on the ZQA transition to ZBV vs. direct ZBV. The assigned route was to join the arrival at ZBV. ATC directed us to correct course and proceed direct to ZBV. During loading of the route in FMS; selecting the STAR; ZQA was the only transition which included ZBV. Because of the discontinuity created by selecting that transition; now 2 ZQA's and 2 ZBV's existed. I believe I may have incorrectly placed the transition point; thereby loading the transition instead. I suspect the route check was acceptable because it was consistent with the transition. During a subsequent phone call to ATC; we were advised that numerous others; including several airlines and general aviation; have been doing the same since the recent route/airway changes have been implemented. In our case; if this is what happened; I believe the duplicate ZQA and ZBV fixes and all of their associated points loaded by selecting the transition; the similar identifiers (ZQA/ZBV); as well as the transition point being only available by selecting the ZQA transition; may have created the confusion during the loading and subsequent 'clean up' of the route in the FMS.




Synopsis: B737 Captain reported enroute clearance deviation due to FMC loading procedural error.
Date: 201707
Local time of day: 1201-1800
Location: AGC.Tower, PA
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower AGC
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction
Second reporter function: Trainee; Local
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Procedure; Manuals; Human Factors; Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Aircraft X was taxiing out of an FBO ramp and made a left turn to cross the active runway after being told to taxi across the non-active runway. I was looking at a strip while giving a clearance to a different aircraft on frequency while Aircraft X crossed runway 28 hold short lines. He was noticed by the local control trainee at the time and he asked me what he was doing. At the moment I told Aircraft X to stop! The aircraft stopped and unfortunately Aircraft Y was on takeoff roll [and] was forced to abort takeoff. This is a known hot spot on the airport and is depicted on the airport diagram in the AFD. This has been an ongoing problem for years at our airport and our local safety counsel has brought it up numerous times that there needs to be better signage and better markings on the pavement.


Second narrative: I was training on LC.  Aircraft Y called up for VFR departure and cleared him for takeoff from Runway 28.  As Aircraft Y was approaching Taxiway A4; on takeoff roll; I scanned and saw an aircraft crossing the hold short for Runway 28 at Taxiway A3 (Aircraft X). I said 'What is that guy doing' to GC and immediately told Aircraft Y to hold position and then to cancel takeoff clearance.  Aircraft Y was able to come to a stop before Taxiway A3 and Ground Control had stopped Aircraft X.  Both aircraft were taxied out to Runway 28 and took off with no further incident or assistance needed.Recommendation: The intersection of Taxiway A3 and Runway 28 is a known hotspot.  This is a frequent occurrence that a pilot will get confused and think they're about to cross Runway 31 on Taxiway A. Something should be done to address this intersection to help the confusion.  Better signage and more clearly marked pavement is recommended.


Synopsis: AGC Tower controllers and pilot reported an aircraft entered an active runway at the same time as another aircraft was beginning its takeoff roll.
Date: 201710
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Company Policy; Procedure
Primary problem: Airspace Structure

Narrative: I was the Radar Assist on the sector. We received a handoff from TRACON for an aircraft at 7000 feet. This altitude is ok for their requirements; but as soon as they enter our airspace it is an Minimum IFR Altitude (MIA) violation because our MIA is 8000 feet. The MSAW alert was going off; however due to the busy and complex sector we did not analyze the situation until it was too late. Another thing that I believe contributed to complacency is that [it] is common to have aircraft being handed to us from the TRACON with a MSAW alert; but there is actually no problem. This can be for several reasons. Here are some examples. The aircraft is VFR; the aircraft is taken off their route and the TRACON didn't update it; or the aircraft is assigned a different altitude and the TRACON didn't update it.As soon as I realized the MSAW was valid; I told the Radar Controller to climb the aircraft; and that happened on the TRACON airspace boundary just as the violation happened. Busy traffic and complexity prevented us from scanning the traffic to be able to prevent the violation. This could be avoided if we had the same MIA as Denver departure East. We should be more vigilant of MSAW alerts even though some of them are not valid. TRACON should keep flight plans updated as required in the FAAH 7110.65




Synopsis: A Center Controller recieved a handoff from the TRACON of an aircraft below their Minimum IFR Altitude.