elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
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: Squat Switch
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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received several EICAS messages. We were cruising at FL310 when the aircraft EICAS indicated the following messages: DOOR PAX AFT OPEN; DOOR SERV AFT OPEN; DOOR CRG AFT OPEN; LG WOW (Weight On Wheels) SYS FAIL; BRK LH FAULT; and BRK RH FAULT. Since LG WOW SYS FAIL was the root of the other EICAS messages; we immediately divided flying duties and referred to QRH LG WOW SYS FAIL. I was the pilot flying and operated the radios while my first officer did the QRH procedure. We reviewed the procedure and began to coordinate a diversion as directed by the QRH to land as soon as possible. Dispatch was very helpful and immediately selected ZZZ as our diversion airport. This was the most suitable airport given our current position. We advised ATC; flight attendants (using TEST items as a guide); and passenger of our intentions. During our descent into ZZZ the EICAS messages cleared. We advised dispatch and company maintenance of the cleared messages. In the interest of safety we all agreed that continuing through with the diversion was the best course of action. The approach and landing planning was made with [the] QRH in mind. My First Officer and I felt that even though the EICAS messages were not present we should configure the aircraft as directed by QRH. We configured with Slat/Flap FULL. ATC mobilized Crash Fire and Rescue because we mentioned the possibility of having steering and decelerating difficulties. The approach; backed up by the ILS; was smooth and the landing was uneventful. Steering; thrust reversers; and ground spoilers were in operation during the landing roll-out.




Synopsis: EMB-175 Captain reported they received several EICAS messages related to the squat (Weight On Wheels) switch and diverted for an uneventful landing.
Date: 201811
Local time of day: 1801-2400
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After taking off from ZZZ; Center cleared us direct to our first fix. In addition; center cleared us up to FL360. After crossing 10;000 FT I changed from CLB mode (CLB 250) to VS 1.5^ and set the speed bug at 290. The aircraft began accelerating normally. Approximately 5-10 minutes by and then Center cleared us direct to ZZZZZ. Initially; this was slightly odd because it was not on our filed flight plan at all. I became concerned that flying direct may take us 50 miles away from the coastline so I pulled up LOW IFR charts on the JeppFD-Pro app and began looking at the new route and taking measurements with the 'Range Rings.' I became distracted with the route change and was not paying attention to the aircraft performance in the climb. Around FL340; the autopilot disengaged and I immediately grabbed the controls and began examining the MFDs. About the time I notice the red hash marks on the bottom of the airspeed tape; we got a stick shaker and I began to immediately recover the aircraft by refusing angle of attack. I power was in the CLB detent and I left it there. The Captain immediately called ATC and requested a FL300. The aircraft was recovered relatively quickly and we continued down to FL300 where we stayed for about the next 20 minutes I believe before returning to our final altitude of FL320. I marked 'fatigued/alertness;' however; I did not feel particularly fatigued. I got around 7 hours of sleep. I did feel that my alertness was not at 100% and may have contributed. Primary cause; I believe; was allowing myself to become distracted by the route change and neglecting my duties as the pilot flying.




Synopsis: CRJ-700 pilot reported autopilot disconnect and stick shaker at FL340.
Date: 201712
Local time of day: 0601-1200
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
ATC / advisory: Ground ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My Captain and I had just landed after an early morning flight when we were informed that there would be a delay getting to our gate. As a result we were directed to the holding area to wait until our gate was clear. After clearing the runway we conducted our normal after landing/taxi checklist and started the APU. After a few minutes we placed aircraft power and air onto the APU; and shut down the right engine to save some fuel. Upon arriving at the west holding bay after a slow taxi I heard a pop and the aircraft power dropped off to only battery power. Immediately the cockpit started to get filled with an acrid odor and at one point it was burning the back of my throat. About this time the flight attendants called and said they were experiencing the same thing. The Captain notified ground of our issue and had them dispatch the ARFF equipment as a precautionary measure in case there was an undetected fire on the aircraft. We turned off the APU bleed and turned the left engine bleed back on to help clear the smoke. I opened the QRH to the Smoke and fumes checklist should the condition continue. Once ARFF reached the aircraft they reported that there was nothing they could see from the outside of the aircraft. Additionally the odor was almost entirely clear from both the cockpit and cabin. Having no further issues we taxied to the gate; had maintenance hook up external power and shut down.


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


Synopsis: B737-800 flight crew reported fumes in the cockpit and cabin from the APU while waiting for a gate to open up.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Incursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After takeoff from ZZZ; flying the [offset] upwind we have experienced a complete power loss. I tried to do a turn back to the runaway for landing and [advised ATC]. We got hard landing on the taxiway. At the turn we got into the wind shear situation; the plane just went down and had a very hard landing. The flightpath of the [offset] upwind at ZZZ does not allow for the straight out landing in a case of the engine failure.

Callback: Pilot reported being unaware of the reason for the engine failure.



Synopsis: PA-28 pilot reported an engine failure after takeoff led to a return to the departure airport and a hard landing.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Time Pressure; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: This was our last flight of our trip and the inbound was delayed. We were all waiting at the gate. We saw a mutual friend of ours who was jump seating on our flight. As the passengers were deplaning we started to get our bags ready and the gate agent announces over the intercom for us to 'report to the gate'. We were walking in uniform down the jet bridge. The other crew was leaving in a timely manner. The cleaners were not off yet and the gate agent starts boarding while we are still standing in the jet bridge. We get on the plane and the cleaner would not move to let us put our bags away; mine were still in the FWD doorway blocking the door. I start to preflight without putting bags away and I mentioned to the gate agent; if she could please not board without our permission. The gate agent says in front of the line of passengers 'I'm trying to expedite the boarding process on such a short flight since you guys were late'. Our FO (First Officer) then said; 'you cannot board without our permission we have to make sure our safety procedures are done'. The gate agent mumbled to the passengers who could clearly see we were not ready and were very kind to us. After boarding while waiting for the bag slip the other FA (Flight Attendant) made a comment to the gate agent 'that it wasn't very nice to make a comment like that in front of passengers and if she could ask before boarding?' The response was 'good comment; I may take into consideration' and started laughing and walked away to talk with the other gate agent. She had paged us when we were right in front of her and she was aware of us; and started pushing the lady in the wheel chair right behind us as we entered the jet bridge and asked us if we were ready to board when we hadn't gotten on the plane yet. CRM between gate agents and flight crew requires proper communication and respect by the entire team. I would like to add our crew were all on the same page and our FO was respectfully helping us communicate to the gate agent.




Synopsis: Airline Flight Attendant reported having a gate agent commence passenger boarding before the required preflight safety checks were complete.
Date: 202012
Local time of day: 0001-0600
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Contracted Service
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Other RII Inspector
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While performing task card Passenger Compartment Seat Installation in conjunction with the STA (Station) 540 slot sealant inspection seat row 12ABC was inadvertently reinstalled in the wrong seat row position. Although we do not remove seat row 13ABC for this inspection; somehow row 13ABC and 12ABC were in swapped positions as reported by an inflight crew member due to tray table operation being impaired due to the armrest tray table seat row being installed in the wrong seat row position. Although I know I verified part numbers and serial numbers of all rows of seats after they were removed to facilitate the STA 540 slot sealant inspection; I cannot be certain that I verified part number and serial number of seat row 12ABC after final installation as required per the task card step. Seat row 12ABC being swapped with 13ABC is an anomaly that I can not explain as we do not remove seat row 13ABC during this process. I understand that I could have possibly transposed part numbers during my inspection and let the incorrect part number get reinstalled in the wrong position if that seat row arrived in the wrong position which is the only way I can account for this seat row being in the incorrect position per the drawing as we never removed row 13ABC.




Synopsis: Maintenance Technician reports that passenger seat row was installed in the wrong position.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A-1 Husky
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; 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: Human Factors
Primary problem: Human Factors

Narrative: Made first flight after four month inactivity in tailwheel aircraft. Picked perfect day; winds 230 at 8 kts; using Runway 22. Made flight of about 40 min; then wanted to practice landings as conditions were good. First landing uneventful; second landing was bounced; not very high; but bounced; and left wheel contacted ground first; causing aircraft to jerk to the left. Countered with right rudder; and then started dancing with the airplane; always behind. Aircraft eventually ground looped to the left.Damage was confined to aircraft; with no injuries except self confidence and pride. Right wing tip damaged and right landing gear folded under cabin. No prop strike involved; gear under the fuselage kept prop out of the dirt.To avoid this: 1. Keep proficient; without the lapse in activity which caused more rust in skills to accumulate than anticipated. 2. Had a few hours of dual after the lapse in flying. 3. Gone around at first bounce; setting up for proper flare with normal approach procedures.




Synopsis: Aviat A1-B pilot reported a loss of control on landing that resulted in a runway excursion and ground loop.
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Inspector
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Work Refused; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I (RII) was assigned to Aircraft X on the night of [date] for RII (Required Inspection Item) leak check of #1 engine vsv actuator that was replaced on [previous day]. On the night when the job was performed an RII step was missed and the aircraft flew two flights. When the paperwork was audited it was noted that the RII spot was not signed so the aircraft was pulled out of service to comply with the remaining steps of the AMM 75-XX-XX. When looking at the log page it appeared that the RII had been signed; once the employee number was looked up to verify qualifications the person was not RII qualified. Both were lead mechanics Name 1 signed the mechanic location and Name   2 signed the RII.




Synopsis: Maintenance Inspector reported aircraft maintenance procedure was not followed or signed off correctly.
Date: 201502
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Icing; Snow
Light: Night
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While taxiing in to our ramp in poor visibility conditions; just across the alpha bridge while on alpha moving towards our gate; An airport Maintenance (Yellow & Black) truck X failed to see us and drove straight towards us. By the time he saw us and slammed on the brakes; he came to a skidding stop not more than 5 feet from the propeller. I was only a split second away from an emergency shutdown. Ground controllers were informed and I was requested to contact the tower and report the issue on a recorded line. Note; our ground personnel at ORD witnessed the event as well.Due to the restricted visibility from the ice on the windshield from the landing; I did not see the truck until it was in my Forward Field of view (FOV)! though my first officer noticed the vehicle failing to stop; and informed me before the truck came into my FOV. It looked like the vehicle was performing some sort of support for ramp deicing and the driver's head was turned towards the other snow plows instead of monitoring where they were going. When they slammed on the brakes; we were already at a stop; my hand was on the condition lever for an emergency shutdown.




Synopsis: C208 Captain reports a near ground collision with an airport vehicle that is supervising the snow plows but apparently not looking ahead. The C208 had stopped and was about to shut down the engine when the truck driver noticed the aircraft and stopped quickly.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing rollout Runway XXL; after thrust reverser deployment; Engine #1 rolled back and shutdown. Taxied off runway and proceeded to taxi [Taxiway] XX; [Taxiway] XY. [Taxiway] XZ; and ]taxied across Runway XY at [Taxiway] XA; then right on Taxiway XB to spot.  Enroute coordinated with Maintenance for tow in to gate since operating with only one engine. After check in with Ramp Tower; received call from them that we had a engine tail pipe fire. We had no indications of an engine #1 fire in the cockpit; but immediately decided to pull fire handle for engine #1; then fired bottle #1. After 30 sec; Ramp Tower indicated that the tail fire was not out; so we fired bottle #2. Fire crew on scene then stated that the fire was out. We were then towed in to gate.


Second narrative: After landing on [Runway] XXL at ZZZ and during the roll out the #1 left engine began to roll back and shut down. We taxied in on one engine via [Taxiway] XX; [Taxiway] XA; [Taxiway] XZ crossed [Runway] XY/XZ left onto [Taxiway] XB and turned into the ramp. The Ramp Tower informed us that the left #1 engine had flames protruding out the rear. We had no indications in the cockpit but being prudent we elected to pull the fire handle and initiate the extinguishing bottle #1. We waited for 30+ seconds and the Tower let us know that it appeared to still be on fire so we fired the 2nd bottle. Ramp Tower had asked if we wanted Fire and Rescue summoned to which we said yes and when they arrived they let us know that there were no more indications of fire. We then coordinated and was towed into gate.


Synopsis: A300 flight crew reported while taxiing to gate Ramp advised them of fire on the number 1 engine.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft Data Transmissions (bursts) on VHF3 bleeds over and blocks ATC radio transmissions on VHF 1 and 2. We flew over a 2 day period in the same aircraft; Aircraft X and the interference occurred on all frequencies (ramp control; ground; tower; departure; enroute; and approach control) and at all airports. The interference occurs approximately every 5-6 seconds and blocks out all transmissions making ATC instructions and call signs impossible to hear. The only way to stop the interference is to deselect 'DATA' on VHF 3. In doing so; you can't receive ACARS messages from dispatch; retrieve ATIS or send messages. While at cruise we would periodically turn VHF 3 back to DATA; check for messages; retrieve weather; send specials; obtain landing performance information then turn it back off.  It would remain off once we started our descent until we blocked in at the gate. Once returning to ZZZ; I entered a discrepancy in the aircraft logbook.The interference from these DATA bursts is becoming more and more frequent and no longer limited to just approach and tower frequencies. Seems to be the newer the aircraft the worse the interference is. This has been an ongoing problem for many years. This aircraft is the worst yet.




Synopsis: Airbus A320 Captain reported that aircraft data transmissions on VHF3 bleed over and block ATC radio transmissions on VHF 1 and 2.