elihoole/asrs-aviation-reports huggingface dataset:
Date: 201401
Location: ZZZ.TRACON, US
Weather elements / visibility: Turbulence
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cowling/Nacelle Fasteners; Latches
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Approx 2.3 hours into flight was contacted by Dispatch via SATCOM. We were informed that a 3'x5' piece of #1 engine cowling had fallen off the aircraft during takeoff roll. We were at FL380 in continuous light to moderate turbulence.  All engine and other indications were normal. Fuel burn was approximately 2;300 lbs more than planned. On climb out; the aircraft required approx 1.1 units of right rudder trim in order to center 'the ball'. After the info from Dispatch; the rudder trim requirement appeared to confirm additional drag from #1 engine. Approach was notified and emergency response crews were coordinated. Uneventful approach and landing. #1 thrust reverser was not utilized in order to prevent further damage. During taxi in; emergency response vehicle informed us that #1 engine looked ok; but #2 engine looked damaged. Post flight inspection confirmed damage to #2. Maintenance work had been performed on #2 engine two days prior. I do not know what caused this event. Aircrew preflight walk around inspection appeared normal. Perhaps additional maintenance inspection? It would have been very helpful if Maintenance would have identified the correct engine! Further damage to #2 thrust reverser; engine cowls; etc could have been prevented.




Synopsis: DC-10 First Officer is informed 2.3 hours into flight that a large piece of the number one engine cowl departed the aircraft during takeoff. An emergency is declared for landing at destination where it is discovered that the number two engine is missing part of its cowl. Maintenance had been preformed on the engine two days prior.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: No Aircraft
Flight phase: Parked
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Inspector
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I'm reporting an event; that I have used LED Ultra-Violet (UV) lamps as a Fluorescent Penetrant Inspection (FPI) Inspector in the past two years since I've been in the [Inspection] Shop; knowing the Operations Manual [said] that we could not use them; but thought Engineering Variance was covering it. Maintenance Inspector.


Second narrative: I am reporting an event because I became aware of the Fluorescent Penetrant Inspection (FPI) Inspectors use of LED Ultraviolet lights on engine components were not approved; need an Engineering Variance.  I used at various times that type of equipment for Non-Destructive Testing / FPI crack checks. Maintenance Inspector.


Synopsis: Two Aircraft Maintenance Inspectors report using unapproved LED Ultraviolet (UV) lamps for Fluorescent Penetrant Inspection (FPI) of Engine components for approximately two years; believing an Engineering Variance had been issued to allow use of the LED UV lamps.
Date: 201911
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Icing; Rain
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: ATIS listed moderate icing from 8000 - 12000 ft. on approach into DEN. There was one PIREP we heard on the radio confirming 'moderate mixed icing.' We were put on a downwind vector at 10000 ft. for approach to 34R. In retrospect; we should have asked to stay higher; but at that point; we maybe had a half inch of ice on the nut - windshield wiper - as we turned onto the base leg. Unfortunately; it was a long downwind; so final was just as long; and it was here we seemed to pick up more ice; probably another inch on the nut. We were descending fine on glide slope; and discussed the feel of the plane - no shuddering or vibration; and the engines seemed normal. We landed without event and taxied to the gate with flaps at 15; and then called Operations for an inspection. It was on the post flight walk around that we saw the full extent of the icing event.




Synopsis: Air carrier First Officer reported flying in known icing conditions; resulting in airframe ice accretion.
Date: 202105
Local time of day: 0601-1200
Location: MRI.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D MRI
ATC / advisory: Tower MRI
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew; Person Air Traffic Control
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: Merrill Tower told us to enter right downwind 25 for touch and go's. Traffic was doing a pipeline check at 900 ft.; opposite direction (almost set up for left downwind runway 7). Tower told us traffic was same altitude and to offset downwind to the north. We started a slight turn to the north and spotted traffic immediately ahead and to the north. Evasive turn to the east was required. Traffic turned further north to avoid us. Passed maybe 500 ft. from each other.




Synopsis: Small aircraft pilot reported a close encounter on downwind for landing to MRI airport with a transiting aircraft.
Date: 202104
Local time of day: 1201-1800
Location: UDD.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF UDD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: I was the second in command on a charter into Bermuda Dunes airport in California. We landed on Runway 28; the aircraft was being flown by the PIC. After landing we exited the runway on a taxiway prior to the end of the runway. Once clear; I began to run the after landing checklist and was activating controls and switches as the pilot in command taxied the aircraft. As the PIC turned onto the parallel taxiway to proceed to the FBO; PIC started the turn slightly early and the left main landing gear departed the prepared surface into soft sand. We stopped the aircraft and evaluated the situation. It was determined that we needed assistance from airport personnel. Experts on the field in conjunction with our company determined the best plan of attack was to pull the aircraft back onto the prepared surface and tow it to the FBO. A plan was made with our Operations department; Maintenance; and the airport personnel who had experience pulling aircraft from the same location previously. The aircraft was safely returned to the asphalt and towed to the FBO where a qualified Maintenance Technician who was hired by our Maintenance department; inspected the aircraft and returned it to airworthiness status. Bermuda Dunes has a history of aircraft getting stuck turning onto the parallel taxiway and I was told that two other airplanes had already met the same fate in the sand this year that we were faced with. An evaluation should be made of the Bermuda Dunes airfield and notes placed in the Jeppesen plates; to alert aircrews of the hazardous situation that exists with narrow taxiways and a lack of turning fillet areas to prevent departing the prepared surface at Bermuda Dunes.




Synopsis: First Officer and Captain reported a taxiway excursion while turning onto the parallel taxiway at UDD.  Reporters were told; this is a common issue at the airport.
Date: 201905
Local time of day: 0601-1200
Location: CLE.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower CLE
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: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Switched to Cleveland Tower from Approach frequency; I was the Pilot Monitoring and checked in with Tower. Tower called back '[wrong company name] X; Cleveland Tower; clear to land 24L.' We repeated the landing clearance and emphasized we are [correct call sign] Aircraft X. After landing; Tower called us and said '[wrong call sign] X taxi to the gate via Lima; Sierra; Juliet' the First Officer repeated it back and once again emphasized our call sign as Aircraft X. During taxi in we were notified of a gate change and called Tower to let them know; as they didn't instruct us to change frequency. He proceeded to call us [wrong company] again. I keyed up and told him 'we are [correct call sign]; our call sign is Aircraft X.' He then proceed to tell us 'He has too many things to worry about to get our call sign right; and that nobody cares.' I then told him it is a safety issue to get the call sign right and he then again told me nobody cares. He seemed to have a bad attitude and didn't care about the general safety of the airport operations or the aircraft operation with in it. Contact FAA and send him back to training; and an attitude adjustment.




Synopsis: Pilot reported that ATC at Cleveland tower continually called them the incorrect call sign after pilot corrected ATC.
Date: 202102
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: FO to be pilot flying. After cleared to line up and wait I stopped the aircraft and stated 'Your aircraft; parking brake set' FO advance thrust levers to TOGA without releasing parking brake. I stated; 'My aircraft; reject' and rejected the takeoff. There was no indicated airspeed. After following all reject procedures; we taxied clear. Followed up with Volume X and QRH. Re- accomplished Before takeoff checklist and proceeded to ZZZ1.The FO stated he did not hear me state 'parking brake set' He also briefed me previously that he hadn't flown in a while so that may have [been] a contributing factor.This may have been a communications failure. I think it should be emphasized that the park brake be set anytime the aircraft is not in motion. This is the safest procedure to ensure unwanted aircraft movement.




Synopsis: Air carrier Captain reported the First Officer advanced thrust levers to TOGA without releasing the parking brake.
Date: 201606
Local time of day: 1201-1800
Location: HPN.Airport, NY
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground HPN
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was PIC for our flight from HPN. HPN was departing Runway 34. We had an issue while taxiing. Due to construction at the airline terminal; parts of Taxiway A were closed requiring departures to taxi across Runway 34 to taxiway L. We were assigned to hold short of 34 at Taxiway E; which we did. After holding we were told to cross 34 on E to L and hold short of 29. My [First Officer] read back the instructions and we began to taxi. Ground repeated the instructions and my [First Officer] read it back again. At this point we were rolling but not across the hold short line as to be on Runway 34. We both had been paying attention to the traffic and saw nothing when we entered the runway. When she called us the third time; we were on the runway; and again my [First Officer] read back the entire clearance; including the hold short instructions like he did the previous two times. The last two times he did so; I saw the 'TX' annunciator on RMU 1 and heard his voice over the radio. I queried the controller asking if she was hearing us as we readback the clearances. She said she didn't hear the readbacks. There was no traffic conflict or safety issue. It seems she didn't hear our readback even though we read it back each time. However I could understand her concern if we were crossing a runway without having readback he clearance. We could tell things were busy in the tower and there was lots of traffic at HPN that day. We had no other issues that day with the radio over three flights.




Synopsis: Business jet Captain reported the First Officer read back their taxi clearance; but Ground was not receiving. After repeating the clearance three times; the Captain queried Ground who said they were not receiving the First Officer's transmissions.
Date: 202006
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Other Postflight -2days later
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Other Person
When detected: Other Post Flight-2days later
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The flight was uneventful to my knowledge from a safety perspective. On June XX; 2020 I was informed by our safety department that a piece of cargo transported on our flight and subsequently to ZZZ1 on the same aircraft contained[er] an undeclared lithium battery. This cargo subsequently experienced a thermal runaway and caught fire. This report is being submitted at the request of the safety department; as had the cargo experienced a thermal runaway sooner it may have caused damage; injury or death to the aircraft and crew as the undisclosed item was transported. The failure to disclose the Hazardous Material could have resulted in other incompatible materials being placed without adequate segregation to this cargo and would have complicated efforts to identify and extinguish the item both in flight and on the ground. I have no other knowledge of the incident or the cargo and would refer further questions to the safety department. Cause: lithium ion battery fire in an undeclared battery shipment.


Second narrative: Heard about a lithium battery problem when the aircraft arrived into ZZZ1 The flight from ZZZZ to ZZZ that we operated was a nonevent.


Synopsis: Flight crew reported being notified two days after flight that they transported undeclared Hazmat cargo; lithium Ion; which experienced a thermal runaway at a downline station.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Caravan 208A
Flight plan: IFR
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Extreme Icing Encounter Emergency. I had been assigned a charter to fly from ZZZ-ZZZ1-ZZZ2-ZZZ early on the morning of [date]. I departed ZZZ without incident or concern; and shot the approach RNAV XX at ZZZ1. In the descent; I picked up some light rime [ice]; right on the leading edge; but nothing that was incredibly significant. I broke out about approximately 50 feet above minimums (350); in 8-9 miles visibility and landed without incident. After removing the ice; we taxied back for Runway XY. As I was turning around and taking off I noticed that some mist moving towards the airport off the hills towards the south. During climb out on the ODP everything began as normal; but quickly the plane decelerated from 105 knots to 90 knots; during climb out. Upon reaching 300 feet AGL; the plane was climbing at 100 feet/minute with significant ice buildup behind the protected area. I knew that at the current rate of ice accretion that we would never reach where the tops were (3;000 feet). Even though I could not [advise] ATC due to low altitude and poor radio reception; I had to [evaluate conditions] myself. Looking back; I could still make out the airport; and the hill beside it. And made a snap decision to turn back and land. We landed without incident.The only thing that I really have to say is that is absolutely the fastest I've ever seen ice accumulate. Only suggestion for myself is that if I see some sort of light mist hanging on the south side of a village like that again; and the temperatures are close to or at freezing; I may delay takeoff.




Synopsis: Cessna 208 pilot reported returning to departure airport after encountering icing conditions that severely affected aircraft performance.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On walk around; First Officer noticed six 5-gallon metal drums being loaded in the fwd cargo pit with the words 'PERFLUORO ALCOHOL Made in China'; painted on the drums in white letters.  The ramp personnel; when asked if we would receive DG (dangerous goods) paperwork for this shipment of alcohol; answered yes.  I called Dispatch (who immediately reached out to cargo and DG safety); and explained that we weren't being given any DG paperwork for the alcohol; only paperwork for some dry ice that we had already been notified about.  I then received an ACARS message asking me to contact ZZZ operations.  I explained the situation and was told that a cargo supervisor would come out.  We reiterated that we needed paperwork for the alcohol drums that had been loaded.  With departure time approaching; operations advised that since they couldn't provide us with any information about the drums marked alcohol; the drums would be pulled off of the flight.  The drums were removed and we departed ZZZ.  At no time did I refuse carriage of the cargo; just clarification of the content of the drums marked PERFLUORO ALCOHOL and proper DG notification; if required.  I still don't have clarification as to whether or not this should have been classified as DG and I applaud the F/O for being so observant.




Synopsis: B-737 Captain reported refusing Dangerous Goods due to incomplete Hazmat documentation.