elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Parked
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Communication Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; 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; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Incorrect van schedule caused pilots to show at aircraft about ten minutes late. Rain showers were present at the field. Aircraft was in position at gate with passenger ramp in-place. Crew Entry Door open. Significant standing water was present in forward galley and on cockpit floor. Water was thoroughly removed. Passing about 10;300 ft; the FO (First Officer); PF (Pilot Flying); attempted to turn on the Weather RADAR for thunderstorms en route. WXR FAIL appeared on both NDs. Attempted AUTO; MAN and MAP modes with System Control in NORM and TEST on both sides with no change. Circuit breakers were normal. Requested and received weather avoidance vectors from HCF Departure and Center. We experienced a simultaneous failure of SATCOM2. Call light 'C' was illuminated and could not be extinguished.An attempt to call Dispatch on SATCOM 2 failed. Contacted Dispatch through SATCOM 1 for external resources. Coordinated with Dispatch; Maintenance Control and Center to return to ZZZ. Referenced Diversion Information. Planned an overweight landing. On initial descent; 'B' FA called with 2 rings to report an unknown; burning odor in the aft cabin. Agreed to further access and report. 'B' and 'D' FAs called back approximately TWO minutes later; confirmed the odor; but no signs of abnormal heat; smoke or flame. We transferred aircraft control: Captain-PF; FO-PM (Pilot Monitoring); requested priority handling and ran QRC/QRH; 'Smoke; Fire or Fumes.' Conducted a visual approach to Runway XR. Stopped on the runway and got an external assessment from Airport Rescue and Firefighting. FAs reported odor had dissipated.




Synopsis: B737-800 Captain reported uneventful air return due to multiple avionics component failures accompanied by 'burning odor.'
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were assigned a descent to 17;000 feet then given a descend via clearance for the ZZZZZ arrival into ZZZ. The hard altitude was selected in the altitude preselect before altitude was captured. This allowed the aircraft to descend below the bottom of ZZZZZ at 17;000 [feet]. The First Officer noticed the deviation moments before ATC queried us to ensure the proper clearance was issued. We were at 15;500 feet so the First Officer; Pilot Flying (PF); leveled off and held the altitude until ZZZZZ; as we were only a few miles from ZZZZZ at the time.Cause - I; Pilot Monitoring (PM); was distracted doing other tasks in preparation for landing and neglected my PM duties. An additional factor was this was my first trip working since the end of April. My PM and scanning skills had been a little rusty.




Synopsis: Air carrier Captain reported an altitude deviation citing distraction and not working for several months as contributing factors.
Date: 201510
Local time of day: 0601-1200
Location: D10.TRACON, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D10
ATC / advisory: TRACON D10
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: On the BRDJE2 arrival into Dallas we leveled at 11;000 which is the published altitude for that segment of the arrival between PITHY and STONZ. Approximately 5 NM from STONZ we received a TA from an aircraft departing DFW below us. In level flight at 11;000 we then received a RA to climb as the aircraft below us was approximately 1;000 feet below us and climbing as indicated by the TCAS. We then climbed up to 12;000 feet until the RA was resolved and notified ATC of our climb. ATC notified us of a traffic conflict after the TA was given by our TCAS. ATC acknowledged our climb and told us to descend back to 11;000 when clear of the traffic. We did have the traffic in sight after the TA was given and kept them in sight till they based below us during our climb.Aircraft spacing between departing aircraft and arriving aircraft should be increased by more than 1;000 feet in this area; especially when closure rates are high between one aircraft descending and the other climbing.




Synopsis: The flight crew of a regional jet reported a traffic conflict resulting in an RA. The TCAS evasive maneuver was followed and the aircraft returned to the original clearance.
Date: 201910
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower LAX
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: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During descent transition the departure airport ATIS was referenced instead of the arrival airport ATIS resulting in an incorrect altimeter setting on approach. The flight accomplished a visual approach to Runway 25L as cleared by ATC. Radio navigation of the ILS was tuned and monitored as backup navigation. During the approach the pilots noticed an incorrect or absent automatic altimeter calls outs. The First Officer made the calls in substitution. After block in and investigation we found out error.This was a factor of not reading the ATIS carefully enough and an absence of ATC to pilot verification of ATIS.


Second narrative: During arrival into LAX on the Hlywd1 STAR; we were called by cabin crew with late write ups. I was the Pilot Monitoring and looked up the [Maintenance] codes and sent the codes via ACRS. I printed the responses and gave them to the Captain (Pilot Flying). He transferred aircraft control to me around the mid 20;000 ft. so he could add the write ups to the aircraft binder. While I was flying; the Pilot Monitoring preset the altimeter setting in standby and later took back Pilot Flying duties. I printed a new ATIS and ran the descent checklist. The remainder of the arrival was uneventful. At the 'One Thousand' annunciation; the Pilot Flying replied; 'Stable'. I started to cross check my PFD in anticipation of the '500' annunciation. When I saw 500 ft. come and go with no aural confirmation; I noticed but made my required call and continued to monitor the approach in VMC. During the flare and touchdown; the 'Minimums' annunciation was heard. After clearing the runway; we stopped between 25L and 25R to wait for crossing instructions. I asked the Pilot Flying what had happened with the altimeter and examined the ATIS printout and discovered we had set 30.15 instead of 29.95. After the shutdown checklist; we determined 30.15 was the departure airport setting and that we had not discarded the ATIS after takeoff and mistakenly referred to it instead of the arrival ATIS. Additionally; we did not closely verify the FAF crossing height; which would have alerted us sooner.Recommend crews discard departure ATIS after Cruise Checklist. Emphasize FAF crossing height is cross checked against altimeters during visual approaches.


Synopsis: B737 flight crew reported confusion that resulted in an incorrect altimeter setting on final approach.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Parking Brake
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing at ZZZ on Runway 2; we proceeded to taxi to the gate. Captain was taxiing and we were marshaled into the parking spot assigned. Marshall stopped us on the spot we had to stop; and aircraft halted. Parking brake was set; nonetheless; aircraft started to move forward; I believe 20 feet or so. From inside the cockpit it sounded as if the airplane was overriding the brake pads. It looked like the brakes were stopping the airplane; but not completely; we heard a 'grinding' noise and the aircraft bumped. Captain's reaction was to apply toe brakes. Aircraft stopped and we almost hit the ground-power cart unit on the left side of the airplane. After parking the airplane and running check list; I went outside to check on the rampers. I asked ramp personnel if they were ok; and they were; however they were scared. I proceeded to check the wing and I did not see any evidence of damage. Ground-power cart unit was underneath the wing and we missed it by 1/8 of an inch. Captain called the company to report the Parking Brake failure. Parking Brake failed and this may have caused a fatal incident. Fortunately; this time it did not happen. I will probably be more methodical about the situation. This experience has taught me to be extremely careful and always double check. Although I am not a captain yet; someday I will be; and I will make sure to stop the airplane using my toe brakes; then; I will be more cautious when I set the parking brake.




Synopsis: EMB145 First Officer reported parking break failed.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Compressor Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 1:45 hours after takeoff; while cruising enroute we received an EICAS message of 'Bleed Off Eng L'. At the time we were about 40 minutes from entering ETOPS airspace. As a side consideration; our APU was MELed as inop. Because of this; we were now down to a single available source of bleed air for the remainder of the flight.After consulting the ECL (Electronic Checklist); we found there is no abnormal procedure for the Bleed Off Eng L advisory message; but only a condition statement. We also consulted the MEL for a Bleed Off issue; and determined it is acceptable to dispatch with only one engine bleed source as long as the APU is available. Considering how unique our situation was; we initiated a SATCOM call with [operations] and got patched through to [maintenance control] to help us determine the best course of action.Our main concern was in the event of a loss of our right engine bleed; we would be unable to maintain pressurization as well as utilize any other components requiring a pneumatic source. We also consulted the duty officer (who in turn got in touch with the [legal] manager) to determine if there were any legality issues in continuing into ETOPS airspace given our present configuration. After multiple SATCOM calls; we came to the conclusion we were legal to continue into ETOPS airspace. We also consulted the dispatch release to determine what our fuel burn would be at 10;000 feet assuming the loss of our remaining bleed source at one of the two ETPs (Equal Time Points) listed for the flight. After referring to the documentation we determined that we were projected to have at least 60;000 lbs more fuel at the ETPs than what would be required in the event of a divert to the ETP alternate at 10;000 feet. With the concurrence of the rest of the flight crew; [operations]; [maintenance control]; the duty officer; and the [legal] manager; as well as having the most current weather at all of our ETP alternates; I determined our best course of action was to continue as filed with a plan in place in case we needed to divert at any point along our flight.




Synopsis: B777 First Officer reported a Bleed Off Eng L EICAS message and an APU that was deferred. Pilot reported after consultation with dispatch; crew decided flight could legally continue into ETOPS airspace and proceed to destination.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Lighting
Component problem: Design; Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Troubleshooting; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During enroute climb I detected that my head was actually getting hot from the cockpit dome light. I immediately selected it off; this did not shut off the light. [I] called Maintenance from my personal phone who patched in with Gulfstream to determine how to shut it off. [I] attempted air stair dome light switch; which also failed to extinguish the light. By this time the light was beginning to overheat to the point of discoloration. It was then suggested I attempt to find a Circuit Breaker (CB); to isolate the light. CB recommendations from Maintenance were not successful. Then I pulled the air stair light CB and the dome light went out. Continued to intermediate stop; and requested an aircraft change; which was honored.

Callback: The reporter stated that he was at the point of considering diverting as the light continued to overheat. Maintenance was at a loss about the correct circuit breaker to open; so he began opening circuit breakers on a secondary lighting panel until the light was finally extinguished by an open Air Stair breaker. The reporter stated that the Galley Light Panel and Air Stair Light Panel are similar in design and both have been a source of problems in the past. The reporter has pushed on the Air Stair Light panel and had a light respond before the switch was selected ON.



Synopsis: A G-200 cockpit dome light overheated during climb; and would not turn off by its normal switch. After troubleshooting; a dome light circuit breaker was opened which extinguished the light.
Date: 202112
Local time of day: 0001-0600
Location: VNC.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Cessna 152
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: UNICOM VNC
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on downwind Runway 23 at VNC and an airplane departed after we departed that was a C182. He came under us 20-30 ft in downwind; and then made a turn to the south without giving any call. I don't think he even noticed us. Since he was behind and under us we noticed him very late as well. I even felt his wake when he came too close and thinking of that wake as a damage to my aircraft; immediately decided to land. He never replied to me when I called him on radio.




Synopsis: C152 pilot reported an NMAC and a wake turbulence encounter departing VNC.
Date: 201406
Local time of day: 1201-1800
Location: ZZZ.ARTCC, IN
Flight conditions: VMC
Weather elements / visibility: Icing
Aircraft: MD-82
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: Turbine Engine
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: I was the Pilot Flying; level at FL300 in cruise flight; Mach .76; autopilot and autothrottles engaged. We flew in and out of some light cirrus clouds; otherwise clear. Anti ice was not on. I noticed that the airspeed was at 220 KIAS with EPR at normal setting around 1.7-1.8. Disconnected the autothrottle and pushed throttles up; no apparent response. Captain (PM) concurrently selected engine ice on and we got almost immediate increase in thrust. Airspeed begins to increase and we accelerate back to normal speed. We discussed making a descent as we had trained in the sim; however the aircraft was accelerating fine and flying normally with the autopilot on. We maintained assigned altitude with no problem. We did not receive a speed low indication; no perceptible change in attitude; the autopilot did not disconnect; did not feel any airframe buffet; no pitch trim warning horns. The rest of the flight continued normally. After 16 years on the MD80; I had never seen anything like this on a line flight. There was no perceived need to have the engine anti ice on as we were in clear skies and the aircraft seemed to be performing normally. The auto throttles and autopilot never clicked off which is always a cue that something is amiss. It was an insidious event; closer scanning of airspeed in cruise would have prevented this along with selecting engine anti ice regardless of how short the flight through even the thinnest layer of clouds.




Synopsis: MD80 First Officer detects low airspeed at FL300. Autothrust is disconnected and the thrust levers pushed up with no apparent effect. When the Captain turns on the engine anti ice an immediate thrust increase is noted and the aircraft accelerates back up to normal cruise speed.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: FSS ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was Instructor in right seat; Student Pilot in left seat. We were investigating an apparent fire in a stand of trees. I called FSS and was in the process of reporting the fire. I instructed my student to circle to the right so I could see the fire. Student was under the hood at the time. I fixated too long on the fire and monitoring aircraft control such that when I finally made a visual scan for traffic; I noticed what appeared to be a C172 close to us; I mean VERY close (at most 100 meters); opposite direction but from our front left; I'll say from our 11 [o'clock] position. The C172 was slightly higher than we were; but not by much. I could have easily read his N number. As soon as I saw him; I took control of the airplane and nosed down to give us more vertical separation. Student never knew what almost hit us due to the hood. Okay; so that's what happened. How to prevent in the future? KEEP MY HEAD OUTSIDE THE COCKPIT!




Synopsis: C150 instructor reported a NMAC while distracted with a fire report.