elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1801-2400
Location: T67.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF T67
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown; Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon completion of a night cross country with my student; we fueled our aircraft at the self-serve fuel pumps at T67. We then began our taxi back to the hangar at about XA:30 local time. During the taxi we had our rotating beacon; position; and anti-collision lights as well as landing and taxi lights on; and observed no radio calls on CTAF frequency nor did we see any other aircraft operating on the taxiway or other movement areas. As we were approaching the hangar while on the taxiway centerline; we were forced to take evasive action. We swerved the aircraft to the far right side of the taxiway to narrowly avoid a Cessna; which was being moved by hand and was on a portion of the taxiway. The aircraft had no rotating beacon; navigation/position; strobes or landing lights on at the time and only became visible to me and my student at the last possible second. Upon completion of securing our aircraft; I was confronted by the persons who were moving the Cessna. They told me that my student and I came within about a foot of striking they're aircraft and telling me that it was my fault. I commented back that they are supposed to give way to an aircraft being operated under its own power; and they should have at a minimum the position lights on; if they are going to be moving an aircraft on or close to the movement area/taxiway at night; as we did not see them until it was almost too late. I also told them that we were taxiing on the taxiway centerline provided; which is supposed to give us wingtip clearance; which is especially critical at night; as forward; and side visibility is drastically reduced at night. They left the confrontation without myself or my student feeling as though the matter was understood from both sides.




Synopsis: C172 pilot reported a critical ground conflict with another aircraft under tow by hand with no lights on; during night operations.
Date: 201308
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: BAe 125 Series 800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing EGE VMC on the GYPSUM 4 departure departing Runway 25; at 600 FT AGL autopilot was engaged with NAV selected. After an initial turn by the autopilot to the correct heading of 215 degrees; the autopilot then began a right turn direct Snow VOR. Due to crew confusion as to what the automation was doing and VMC with climb performance/terrain avoidance not an issue; immediate corrective action was not taken. As the aircraft crossed over Snow VOR; what appeared to be the GPS fix for the turn to KIRLE intersection appeared on the MFD. As the aircraft approached this fix; the fix began 'leap frogging' across the screen preventing intercept by the autopilot. Manual control was taken at this point and corrective vectors on course from Denver Center were followed. Terrain or weather was never an issue at any time. The remainder of the flight and subsequent legs were completed without further incident. The pilot not flying had experienced a similar episode of a fix 'leap frogging' with the Collins equipment in the simulator the week before. The information was given to the Hawker ACP on duty and forwarded to the appropriate personnel with additional information provided.


Second narrative: We were approaching the 322 radial off of DBL expecting it to begin the right turn toward KIRLE. The turn was depicted on the FMS and on the MFD. As we approached the intercept the aircraft continued straight through the course. Also at the same time it was showing on the MFD that the fix kept moving further in front of us. Best analogy would be a carrot in front of a horse. The fix was there it just kept cycling further in front of us. At about the same time I told the PF to select heading and turn toward KIRLE; he was also able to see the fix keep moving just in front of us. At first I thought that INHIBIT was selected instead of AUTO on the FMS. This was not the case. AUTO was selected. As quickly as we began a manual turn toward KIRLE ATC queried us about our turn and then gave us a 260 heading and we proceeded on a new ATC course.


Synopsis: HS-125-800XPC flight crew reported Collins FMS anomalies climbing out of EGE.
Date: 201511
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of BWI; at approximately 5000 ft; we got an erroneous 'Too Low Terrain' warning followed by a 'Pull Up' Warning in VMC daytime conditions; there was obviously no issue with terrain.  We also got a countdown as if we were landing as we were climbing past 10;000 ft.  The Captain's Radio Altimeter was periodically indicating RA on the ADI and at other times indicating zero and negative numbers.  We established communications with Dispatch and Maintenance; and indirect contact with the Chief Pilot. We were concerned because our flight; (although initially in VMC conditions at the time of the incident) was going to end up at [destination] at night. We didn't want an erroneous PULL UP Warning at night. Dispatch; Maintenance; and the Chief Pilot all agreed that it was a faulty Radio Altimeter and that we would continue.  We landed uneventfully and MEL'd the Captain's Radio Altimeter.Not really sure what the fix is. The real reason we are writing this ASAP is to let you know that this is an issue. We actually considered pulling the circuit breaker for the radio altimeter to prevent a go-around because we were flying at night. We were between a rock and a hard place because if the erroneous indication had happened at night on approach; we would have to follow the QRH procedures and initiate an immediate go-around. Now; what do we do; do we do another approach and hope the Radio Altimeter doesn't act up? It should be noted that the MEL procedures are to do on the ground what we considered to do in the air: Pull the circuit breaker. Not sure if this has ever happened before; but we probably need to put some procedures in place.


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


Synopsis: B737-700 flight crew reported erroneous GPWS terrain warnings climbing out of BWI that were traced to a malfunctioning Captain's radio altimeter.
Date: 201808
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZTL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Filed cruise [altitude was] FL240. Just north of BURRZ intersection; cleared to descend via CHSLY3 Arrival. Set and confirmed bottom altitude of 6;000 feet. Activated managed flight on FMCG. Aircraft began descending. At approximately FL230; First Officer pointed out that crossing altitude at BURRZ was to be FL240 and that descent should not have started until BURRZ. I began to stop descent using vertical speed zero. At FL220 aircraft leveled off; at which time ATC asked if there was a problem he needed to know about. I told him I miscalculated descent and asked if there was going to be a conflict or problem. He said no [and] told us to contact next frequency for lower. Next frequency said nothing different and then gave us a phone number to call on the ground. Also; he failed to reissue a 'descent via' clearance which I had to question immediately because that failure starts a difficult catch up scenario in this airplane.Once on the ground I contacted ATC by phone. I spoke to Washington Center Operations Manager. I asked if this was a big deal for me and this is what he said exactly. He said NO; it was not because [our company] has been aware of this problem with their Airbus 320 series aircraft for over 2 years now and that this incident happens all the time every day with CHSLY3 Arrival and they are trying to rectify situation. He said he had to report it so it could be added to the database and that all I had to do was file [a report] and notify my Chief Pilot. That's it. My situational awareness is mostly to blame. I'm also very low time in this aircraft and still honing my skill. CRM could also have contributed.




Synopsis: A319 Captain reported descending early on arrival clearance.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Outflow Valve
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While [we were] in cruise at FL320; we heard a bang followed by rapid rise at 6;000+ FPM rate of climb in the cabin altitude. We initiated an emergency descent to 10;000 where we regained some control of the pressurization and continued to our maintenance facility. Maintenance determined the problem to be a failed outflow valve.


Second narrative: Cabin altitude quickly rose to about 20;000 FT during the descent. We also turned west toward land area. An emergency was declared.


Synopsis: While in cruise at FL320 the flight crew of a Citation 550 suffered a rapid loss of pressurization. They declared an emergency and conducted an emergency descent to 10;000 MSL where they regained some pressurization control and; ultimately diverted to the location of their corporate maintenance facility. There they discovered the pressurization outflow valve had failed in the full open position.
Date: 202112
Flight conditions: IMC
Aircraft: Beech 1900
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Situational Awareness; Physiological - Other; Distraction
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on cruise flight it got cold; I decided to turn on the vent blower and up the heat of the aircraft. I started smelling what at first seemed like it was just the smell of the aircraft's insides and didn't think much of it. I then noticed the smell starting to get stronger and turned off the vent blower. No smoke was seen in the cockpit. Once vent blower was turned off the smell subsided and I continued with the flight normally. Upon landing at ZZZ and waiting to be marshaled into parking the smell returned; this time stronger and with a distinct smell of burned rubber/wires. Immediately upon noticing the smell was not normal I turned off all of the electrical equipment (master switch off); parked the aircraft and advised the mechanic who was waiting for me at the parking area of the incident. He walked into the aircraft and also noticed the smell.In cruise upon turning vent blower on and smell getting stronger; at the time I did not notice the distinct rubber smell and thought it was just the aircraft dirty smell.Electrical problemUpon realizing the smell was coming from wires I turned off the master switch.




Synopsis: Beech 1900 Captain reported the smell of electrical smoke during the flight. After landing the smell returned and the Captain turned the aircraft over to maintenance.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We parked at the gate in ZZZ. The APU was MEL'd and once parked had the left engine running while the right engine was shut down waiting for the GPU to be connected to the aircraft. In ZZZ the jetways have to be in place before the GPU can be connected. I had my hand on the #1 Start/Stop selector just in case I had to shut down the #1 engine for any abnormality. Once the jetway was in place I felt what seemed to be a loud Bang coming from the left side of the aircraft. A cone was ingested into the #1 engine. I immediately shut down the #1 engine and assessed the situation making sure both Flight Attendants and passengers were ok. I examined the surrounding area and felt it was safe to deplane the passengers.Myself and the First Officer followed the Flight Operations Manual. Once we landed; we could have called Ops to let them know that the left engine would remain on until the external power was connected. Complacency by the Ramp crew noticing the Left engine running and the Red Beacon 'On' was also mistake. Looking back I could have shut down both engines to prevent this from happening. Distraction is the true culprit.


Second narrative: On our first leg the APU would not start after we landed and it was deferred. I gave ZZZ ops an in-range call 20 minutes out to make sure they were aware of the APU and specifically told them we can't shut down both engines until the ground power is plugged in. We were marshaled in and parked. The number one engine was running while we waited for the GPU. That's when we heard a loud bang and a jolt. The Captain immediately shutdown the engine. Soon after we learned that a ramper apparently put an orange cone in front of the engine and it was ingested. I'm not familiar with ground crews' SOPs. I would imagine the Lead; or whoever's in charge; would want everyone working to be aware when a plane is coming in with no APU; and the different procedures that that entails.


Synopsis: ERJ-170 flight crew reported the left engine ingested a cone shortly after gate arrival.
Date: 201503
Local time of day: 1201-1800
Location: RBD.Airport, TX
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D RBD
ATC / advisory: TRACON D10
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was an IFR approach to RBD airport.  Training was taking place.  We cleared Aircraft X for the ILS runway 31 approach at RBD.  We were notified later that the approach was out of service.  We were not briefed about this situation and there was nothing on our IDS5 notifying that the approach was Out Of Service (OTS).  There was no way for us to know otherwise that the approach was not usable.  The management is still trying to figure out how this information was not displayed; available; and briefed for the controllers to be aware of the situation.More vigilance is needed by management to ensure all NOTAM's and Equipment Outages are known.




Synopsis: A Dallas Fort Worth (D10) Controller reports of an aircraft being cleared for an approach that they later find out was out of service. The facility was not aware that the approach was not working correctly.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Aircraft Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Inspection Authority
Human factors: Communication Breakdown; Distraction; Fatigue; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other after event
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I issued MEL XX-XX to Maintenance Technician Y; after he had accomplished the MEL maintenance procedures; an MEL placard was placed in the logbook. But I forgot to generate an XX-XXXX; follow-up/repetitive inspection form.  Out of Practice: Have not actually worked a desk since the X type aircraft were parked [several months ago]. Stress: Presently going through personal issues. Provide a review/refresher class for technicians that have been idle during the pandemic. Add a step to the X procedures of all MELs that states to generate an XX-XXXX; and highlight that step.




Synopsis: Lead Technician reported not following published maintenance procedures after being out of practice for an extended period of time.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: After takeoff in ZZZ; received a 14th stage right duct warning. Shortly after we received 'Jetpipe overheat.'  We turned right and stayed in the pattern and returned to ZZZ to land. I ran the 14th Right Duct checklist. I queried the Captain about declaring an emergency; but he told me we had 'priority handling' and that he didn't see the need. We went back to the gate and deplaned. According to Maintenance; the right engine was new and the wiring for the fire loops was creating friction and causing the sensors to alarm. Better training [recommend] for Maintenance. One of the Mechanics said a smell that the Flight Attendant pointed out during her preflight was 'normal.' It wasn't; and this whole situation could have been avoided; had the mechanics took their time to analyze what was going on. Staffing is a huge issue in ZZZ the ground crew told us they were not prepared or staffed to handle an emergency situation. I would not feel comfortable having an emergency in ZZZ based on this experience with the current level of staffing.




Synopsis: CRJ200 First Officer reported a precautionary air return due to fire loop sensor malfunction.