elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; Rain
Light: Daylight
Aircraft: Bell Helicopter 407
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Scene call request with local EMS; Day VFR. Evaluated weather prior to acceptance of the flight and determined the weather enroute to the planned receiving facility; 46 miles away; would be a 1000 ft to 1200 ft ceiling with 10 miles visibility and the weather in the vicinity of the destination would be 1500 ft with 10 miles visibility. This weather planning was based on ASOS stations along the route and local weather forecasts.Departed the base and landed at the scene location 4 miles away. While waiting on the crew and patient; double checked the weather for any changes. None were noted; weather was holding as originally planned. Departed the scene location southeast bound on course for the receiving hospital. Enroute the ceiling was holding as predicted; however the visibility began to reduce slightly due to pockets of haze and mist. Deviated my route of flight to the west to avoid the pockets of haze. I kept the crew advised of the situation and told them that even though we had to make a slight change to the route due to decreasing visibility the weather was still looking good to continue. 20 miles from our destination; the ceiling and visibility dramatically decreased as I inadvertently entered into one of the pockets of haze and now fog. All of my initial options (land; divert; return) for the deteriorating weather procedure quickly were eliminated so I decided the safest option was IMC.I notified my crew of what I was doing as I began my climb; squawked 7700 and [advised ATC] to determine what my options were. I elected to execute the ILS into ZZZ. Just inside the final approach fix I broke out VFR; canceled IFR with tower and proceeded to the destination hospital uneventfully.Take a closer look at evaluating the winter weather and how quickly it can change. Make the no -go decision sooner; be more conservative with weather particularly when flying a VFR only machine.




Synopsis: BHT-407 Captain reported entering IMC in a VFR only aircraft.
Date: 202104
Aircraft: B737 MAX 9
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Lighting
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The curtain that divides first class and coach between row X and row Y on aircraft left is blocking from a visual standpoint an emergency light that's mounted on the wall. In every other B737 fleet the curtain is installed with a restraining strap on the wall on the aircraft right side of the plane to avoid this situation on the 737-900. This problem seems to be a problem on the MAX 9 planes. I brought this attention to the pilots who brought the attention to Maintenance. The mechanic was mad saying I was going to delay the flight that was already delayed because he noticed the problem as well when he came out to inspect it. He then said it would be good to go because the emergency light is only one light. They just said it came out of the factory like that and it wasn't a problem. I find this a serious safety concern and not in compliance with FAA safety standards.  If the emergency lighting system isn't important it wouldn't have been installed.




Synopsis: A Flight Attendant reported one of the cabin emergency lights was not visible due to the curtain blocking it from view.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Human factors: Workload; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was operating normal during initial climbout; at around 1;200 ft; 105 kt cruise climb; full power; and pilot under instruction under the hood. As soon as we switched over to Departure Control the engine suddenly began to shake violently. The Instructor took over controls; leveled off at 1;600 ft and reduced the power. At 50% power; the engine roughness ceased. The instructor informed Departure Control requesting turnback to the airport. As the aircraft was being vectored back; the instructor began to slowly increase the power lever. Power was restored and the roughness was gone. Continued with a non-emergency visual short approach. During short final the engine roughness came back at idle; and once more during taxiback to ramp.




Synopsis: Flight Instructor reported engine vibrations on climb out resulted in a return to the departure airport.
Date: 201901
Location: ZZZ.Airport, US
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: Load Planner
Human factors: Communication Breakdown
Second reporter function: Ramp Cargo  Loader
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel; Person Other Person
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Load Planner checked flight after final and discovered according to [load documents] a Hazmat item was showing loaded in pit 2 unsecured. Advised Dispatch and station. Captain opted to depart anyway. Station stated that it was loaded in pit 3 and the scanner showed that nothing was in pit 2. Unlocked [the records] so that they could manually edit. Will advise ZZZ1 the need for a loading audit on arrival.


Second narrative: The Ramp Agent loaded a Hazmat part in pit 2 without 15 bags. Plane was about to take off when I saw the [documentation] and noticed. We called the station and they told us it was in pit 3 with 15 bags. I am not sure if this is correct information.


Synopsis: Airline load planning personnel reported a communications breakdown between Load Planning and Dispatch regarding location of Hazmat cargo.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZ Runway XXL passing through around 2;800 MSL smoke was observed in cockpit. Smoke event lasted 10-15 seconds. Advised ATC and return to airport was requested. We were switched to Tower frequency and made short approach to [Runway] XXL. Engine was shutdown on ramp inside of taxiway. No smoke or open flames were observed after the initial smoke event.Cause unknown. Aircraft preflight inspection was satisfactory and no smoke/fumes were observed outside of the brief smoke event.




Synopsis: GA instructor reported smoke in the cockpit after takeoff and elected to do an Air Turn Back and a precautionary landing.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi in an airline baggage truck and trolly drove right in front of us moving from our left to right; causing the Captain to brake so as not to have a ground incident. While the driver was driving quite fast; he made eye contact with us and sped through the stop line where we had expected him to stop. While impact would most likely not have occurred; it would have been uncomfortably close and did require us to brake to avoid a conflict.




Synopsis: Air Carrier First Officer reported a baggage cart drove in front of the aircraft as it was taxiing to parking in the ramp and they had to brake to avoid.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: After taking off we retracted the landing gear and noticed the 'Gear Door Open' light was still on. After consulting the QRH; we continued the flight to our destination at the required reduced airspeed of .70 Mach or 300 KIAS. Approaching destination; Center asked us to maintain a speed of .76 Mach. After telling Center that we were unable; we realized that we had failed to notify Center of our [QRH required] reduced airspeed. During approach; we were anticipating the gear door light to extinguish upon gear extension. However; when we put the gear down the door light remained on. We declared an emergency and did a missed approach. While holding we talked with Dispatch; Ramp and Maintenance and briefed the flight attendants and passengers. After reducing fuel and accomplishing checklists; we requested the runway which maximized the headwind component and gust factors (220@18G26).On base leg; we were told to follow a B747 for a visual approach. After contemplating the ramifications of this request; I told Approach Control we were heading directly to the runway. Due to the vectoring; our fuel was at its optimum amount. However; when asked to follow the B747; our fuel would have been much lower; wake turbulence was a definite factor and the most prudent decision was to head directly to the runway thus making the B747 land on a different runway. Upon landing; the gear doors were hanging down (procedure calls for this) and dragging on the runway. ARFF equipment was on the scene and verified all was okay. Company Maintenance arrived secured the doors and we taxied to the gate.




Synopsis: When their landing gear doors failed to retract after takeoff the flight crew of an MD82 elected to continue to ORD at reduced mach per their QRH procedure. When the doors failed to close as they had expected after gear extension for landing they performed a missed approach; declared an emergency and landed with the doors open and dragging on the runway.
Date: 201602
Local time of day: 1801-2400
Location: S46.TRACON, WA
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D BFI
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Airspace Structure; Chart Or Publication
Primary problem: Airspace Structure

Narrative: Aircraft X departed KBFI IFR. As soon as the aircraft checked on frequency I had to issue a traffic alert for two VFR aircraft in the vicinity of Aircraft X and the aircraft subsequently reported responding to a TCAS-RA. Although the pilot did not indicate what action the RA advised; the aircraft appeared to continue the climb that I initially issued. I do not know if Tower issued any traffic to Aircraft X during his departure prior to transferring communications to me. Aircraft X subsequently advised the RA complete and continued on without further incident.This is another report of a continued problem within our airspace. Something needs to change. The VFR aircraft are transiting a very narrow; busy corridor of airspace and are doing so without any communication with ATC. It is simply unsafe. The VFR aircraft in this area at the very least need to be in communication with ATC so that we can assign; as necessary; altitude restrictions ensuring the safety of all the aircraft involved. The solutions are not hard and while they are potentially more restrictive to VFR aircraft the bottom line is that what happens day in and day out in that airspace as it exists and operates now will eventually result in a very bad accident.




Synopsis: S46 TRACON Controller reported an aircraft departed an airport IFR and was immediately in conflict with two VFR aircraft not in communication with ATC. The departing IFR aircraft responded to an RA.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Other / Unknown; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Second leg after launch from airport standby.  Short return leg from ZZZ to ZZZ1.  Basically empty jet (takeoff weight 223;000 LBS) with low level off for departure (3;000 feet MSL; 2300 feet AGL).  We had discussed and decided to leave the power setting in Climb 2 due to the low level off.   At 1;000 feet AGL the PF called for VNAV.  I pressed the VNAV button; but I believe the aircraft had already gone to altitude capture mode and did not take the VNAV selection - which I didn't immediately catch because I was busy raising the flaps as the jet was rapidly accelerating.  The FO commented that 'VNAV was doing something strange.'  I looked at the MCP and FMAs and saw that 128 KTS was the commanded speed and we were not in VNAV; however the autothrottles were trying to advance to climb power.  The PF was hand-flying and over-riding the autothrottles.  The momentary confusion and light aircraft weight caused us to miss our 3;000 foot level off.  We ballooned to approximately 3;500 feet before getting back down to 3;000 feet.  ZZZ Tower never said anything to us and switched us to Regional Departure.  They queried 'what happened back there?'  I explained that we were light and had some issues with our automation.  No further inquiries were made.Abnormally low level off with a very light jet.I should have done a better job of monitoring the FMAs when I initially pressed the VNAV button.  This would've helped me be a better PM and point out what was happening earlier.  I also don't think I was quite mentally prepared for how low the level off was and how much excess performance the jet would have at our light weight.   I think this was partially due to inexperience with this scenario and also just being a bit rusty (flown 1 time in the previous 3 weeks due to vacation).




Synopsis: Air carrier Captain reported the aircraft was very light weight. The pilots were unprepared for the quick low altitude level off and deviated from the clearance.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: En route to ZZZ1 at around level off of cruise altitude; the F/As (Flight Attendants) called to report an electrical fumes smell around row 4. They said they would search the overhead bins and surrounding area and call back. When they called back after maybe five minutes; they couldn't see any smoke but could still smell the electrical fumes smell and a few of the passengers were complaining of the smell as well. They felt the smell was dissipating but they weren't sure. I notified Dispatch that we were going to divert for precautionary measures and ZZZ2 was ahead of us a little less than 20 minutes out. We [requested priority handling] and landed in ZZZ2 with no further event.


Second narrative: Reaching cruise altitude we received a call from the Flight Attendants reporting that they and some of passengers could smell an electrical burning odor in the cabin around rows 4 and 5.  The Flight Attendants searched the overhead bins and the cabin; but were unable to locate the source of the odor.  They did report it dissipated for a short while before smelling it again.  After consultation with Dispatch and Maintenance; we elected to divert to ZZZ2 as it was about 20 minutes directly in front of us.  At that point the Captain briefed the Flight Attendants and we prepared for landing in ZZZ2.  We did elect to [request priority handling] and requested [support] personnel follow us to the gate once on the ground.  At the gate we deplaned normally and the [support] personnel searched the aircraft; however; they were unable to determine a source of the odor.


Synopsis: Air carrier flight crew reported a fume event during cruise that was detected by flight attendants and passengers.