elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Troubleshooting; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; after raising the gear handle; got unsafe left main gear indication. I kept flying and asked First Officer for the QRH procedures. Kept aircraft speed at 230 KTS. After following QRH procedures; continued to have unsafe gear indication on Primary and Secondary indicators. [We] maintained altitude at 13;000 FT; ACARS to Maintenance Control and Dispatch. [We] got no reply from Maintenance. Dispatch did reply. [We] asked for fuel numbers to our destination at 260 KTS while coordinating with ATC; never got fuel figures from Dispatch. [We] decided to return to the departure airport. Informed Dispatch of intentions to return; declared an emergency; dumped 30;000 LBS of fuel; while on vectors back to achieve normal landing weight. ATC did a good job vectoring us back for an ILS 23L. Uneventful landing; roll out; and block in. The airplane had just come out of a C Check. On our arrival at the aircraft there were quite a number of switches out of position. Maintenance had to come out and through the ACARS panel reset four different fuel pumps that showed not operating. Maybe that is something that needs to be looked at.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: A MD-10 left main gear indicated unsafe after takeoff so the QRH procedure was completed with both primary and secondary unsafe indications. An emergency was declared; fuel was dumped; and the flight returned to the departure airport.
Date: 201304
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Enroute to RDU; Washington Center changed our arrival to the ALDAN1 from the SBV4. Approaching the SBV VOR we were instructed to 'DESCEND VIA THE ALDAN 1 ARRIVAL'. My student placed 8;000 FT into the altitude pre-selected and enabled VNAV. Shortly after passing the SBV VOR; ATC instructed us to perform a left hand 360 and descend via the ALDAN 1; to 12;000 FT. At this point we were no longer on an arrival; and we were in HDG mode and FPA. The instructions to 'DESCEND VIA' the arrival were contradictory to the other instructions given. Approximately 30 degrees into our left 360; Washington Center cleared us to RDU VIA THE ALDAN 1; DESCEND VIA THE ALDAN1 TO 12;000 FT. They then immediately switched us to RDU Approach. Checking on with RDU Approach I informed them that we had been turned off the arrival; requested direct to any fix on the arrival; and told them that we were descending to 12;000 FT. RDU Approach sent us direct to ALDAN; to cross ALDAN at 10;000 FT. From this point; everything was fairly normal; except that ATC continued to use the phraseology to DESCEND VIA; but continued to issue intermediate altitude constraints. Suggestions; in my professional opinion; ATC controllers need some basic knowledge of avionics and how we as pilots interact with the system and instructions that they are tasked with managing. Using the phraseology DESCEND VIA on an arrival such as the ALDAN 1 is not the same as saying COMPLY with altitudes on the arrival. The former suggests a clearance to the bottom of the arrival; the latter suggests intermediate altitude restrictions. A pilot cannot descend via anything while in heading mode; spinning in space; and again in this case descend via was the improper terminology. After turning an aircraft off an arrival; you cannot simply state 'cleared to RDU VIA the ALDAN 1 arrival'; the crew requires an instruction to proceed back to the RNAV arrival; either direct to a waypoint or a heading to rejoin; in one word; more training.




Synopsis: Air Carrier being handled by ZDC described a confused descent clearance involving the 'descend via' phraseology but with an intermediate vector off the procedure; the reporter suggesting additional training is needed for ATC.
Date: 201704
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had a 300 lbs tire to load in the front pit; tire was on gate resting between forks on forklift. Raised the tire in the air to place on belt loader. The tire fell forward off the forks; landed on belt loader; and fell to the side. Two coworkers were able to get control of tire before it bounced off the loader and possibly rolling or bouncing into aircraft or injuring someone. I discussed what happened with on duty ramp supervisor and trainer only to learn the fork lift qualification I thought I had was never made part of re-qualification training for the last 12 years.




Synopsis: Air carrier Ramp Agent reported a 300 pound tire fell off the forklift during loading.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi; Parked
Aircraft component: Tail Wheel
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After preflight and pulling [my aircraft] from the T hangar; [I] entered aircraft and heard an audible crunch.[I] left aircraft to inspect aircraft; [and] found tail wheel collapsed into the fuselage.




Synopsis: Experimental aircraft pilot reported that the tail wheel collapsed into the fuselage.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our first indication of the presence of an electric wheelchair on board was when during descent the purser asked us to give the destination station a heads-up. Neither form nor verbal notification was provided by station personnel.




Synopsis: A320 Captain reported they were not given any documentation for an electric wheelchair loaded in cargo. Flight crew became aware of the during descent to destination.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Routine Inspection; Aircraft In Service At Gate; Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Several minutes after selecting APU bleed on the aircraft starting emitting an odor consistent with an oil fume event. Turned off the APU bleed and contacted Maintenance. There were no passengers onboard. Flight crew and cabin crew vacated the aircraft. FO (First Officer) and FA's (Flight Attendants) initially did not want medical attention. After an Inflight Supervisor spoke with them the FO and all FA's chose to go to the hospital. When I called Dispatch to relay what was going on with the aircraft I used the term 'Fume Event' He had no idea what I was talking about. He had received information regarding a smelly sock issue. He said he never heard it called a 'Fume Event'. Maybe this was an isolated incident regarding the terminology or possibly a need to disseminate what a fume event is across the Dispatch department.Airbus needs to fix this reoccurring problem.


Second narrative: During preflight setup of the aircraft; APU Bleed Air Pushbutton was selected on. All 6 crew members noticed an unusual 'musty' smell in both the cabin and flight deck. After a few minutes of discussion; the CA (Captain) and I both agreed that the APU Bleed Air should be selected off and Maintenance should be called. After Maintenance was called; the entire crew exited the aircraft to the jetway to allow the aircraft to ventilate. All 6 crew members experienced eye and throat irritation.


Synopsis: A321 Flight Crew reported a fume event during preflight. First Officer and flight attendants were treated for physiological symptoms.
Date: 201604
Local time of day: 0601-1200
Location: MSP.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower MSP
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Taxiing toward the threshold of the runway; the Tower Controller cleared us for takeoff. The First Officer repeated the takeoff instruction; and I proceeded to move the aircraft onto the runway. While crossing the runway holding markings; the Tower Controller called us and told us to switch to a different Tower frequency. The First Officer read it back while I was moving the aircraft and tuned the new frequency. I wondered why; of all times; the Controller would choose this exact moment to have us switch frequencies. I now questioned the First Officer whether we were still cleared for takeoff. The First Officer checked in on the new frequency; and received no response. He checked in again; and I held the brakes. At that moment; the Clearance Delivery Controller answered and asked why we were on his frequency; telling us to return to the Tower frequency. So; the First Officer retuned the original Tower frequency. The First Officer explained what happened; and the Tower Controller remarked; 'OK; just stay on my frequency -- my colleagues weren't aware of what I was trying to do.' The First Officer asked if we were still cleared for takeoff; and the Tower Controller verified that we were. To summarize; this was completely unacceptable and distracting as I was moving the aircraft onto the runway and preparing to start the takeoff roll. The Tower needs to understand that we've got a lot going on; and this is no time to start messing around with radios. As it was; I took off; and I realized that I was massively distracted from the task of flying the aircraft. A professional Controller needs to use better judgment.




Synopsis: B737 crew reported being cleared for takeoff while taking the runway at MSP.  They switch frequencies to which a Clearance Delivery Controller answers and sends them back to previous Tower frequency.  First Officer verifies they are still cleared for takeoff.
Date: 201812
Local time of day: 1201-1800
Location: HTS.Airport, WV
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D HTS
ATC / advisory: Tower HTS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Coming in on approach terrain triggered a terrain warning. I kicked off the autopilot climbed a little bit and hand flew above path. Another triggered from FAF to landing when showing on glide path. Complete visual conditions with airport and runway in sight.




Synopsis: Air carrier First Officer reported receiving a terrain warning in visual conditions when aircraft was above the glide path.
Date: 201710
Local time of day: 0601-1200
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D APA
ATC / advisory: Tower APA
Second aircraft: Light Sport Aircraft
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student and I were on an extended downwind to follow traffic over Cherry Creek Reservoir on a straight in approach to 17L. I entered the base to follow traffic and Aircraft Y was instructed to follow us. As we reached the 1 mile point on final approach; I saw Aircraft Y fly right under us and intercept the final approach course. I immediately increased power and performed a go-around while contacting Centennial Tower to find out what happened. I was instructed to offset to the right of the runway (west of 17R) on my go-around. I complied and immediately requested a full-stop terminate on 28 in order to get on the ground as soon as possible. I asked tower for clarification on what happened and they informed me they were discussing it and would get back to me. After landing and shutdown I called the tower supervisor to get clarification on the chain of events and was informed that Aircraft Y failed to follow assigned traffic; which was me; and cut me off on final approach. Aircraft Y pilot lost sight of me and only saw the airplane over the numbers which was the traffic I was sequenced behind. I believe the reason Aircraft Y didn't see me was because we were on a collision course and there was no relative movement in his windscreen to alert him to my presence. Upon losing sight of me; Aircraft Y should have immediately requested a traffic update from tower which would have prevented the near miss. Another factor that could have attributed to the near miss is the design of both aircraft. I was flying a high-wing [aircraft] and he was in a low-wing [aircraft]. That could have contributed to the visibility issues as I only saw him through my side window as he flew directly beneath me.




Synopsis: GA flight instructor reported a NMAC on final approach to APA when another aircraft turned base prematurely.
Date: 201406
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Aircraft component: Autoflight System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: There was no event. However; this is a safety observation. First of all; the reason there was no deviation was because of an attentive flight crew; especially; the First Officer. My concern has to do with the KIDDZ1 arrival into Houston. With a descend via clearance you are expected to pass KIDDZ Intersection between 12;000 FT and 14;000 FT at 280 KTS. Then cross the next fix at 12;000 FT and 270 KTS. The distance between KIDDZ and the next fix is 4.4 NM. Now; I haven't done the math; but if you cross at the top limit of 14;000 FT over KIDDZ; would you be able to cross the next fix at 12;000 FT? I programmed the FMS to do just that; and was amazed that the FMS showed a 26 degree glidepath to descend 2;000 FT in 4.4 NM. Why was this arrival designed this way? This could cause a deviation if it hasn't already done so.Make KIDDZ crossing at 12;000 and delete the next fix crossing at 12;000. Simplify the arrival in general.




Synopsis: A CRJ-700 Captain advised that the top altitude; 14;000; of the crossing window at KIDDZ on the KIDDZ RNAV STAR to HOU makes it questionable that an aircraft could comply with the 'at 12;000' crossing at SNIFY just 4.4 NM past KIDDZ.
Date: 202103
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: ACARS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 20 minute span out time with no communication from crew to ATC; ATC Coordinator or Dispatch. Took 12 ACARS from myself and the ATC Coordinator to finally get into contact with the crew. However none of the ATC Coordinator messages appeared to go through to the crew. Position reports updated but no response until after the 12th ACARS. Crew said they were experiencing 'weird ACARS/GPS/WIFI for while maybe military jamming or something'.




Synopsis: Dispatcher reported 13 attempts were required before flight crew could receive or transmit on ACARS.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow
Light: Dusk
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After deicing and departure during climb out; the right elevator horn heat caution light illuminated and the master caution light. Continued climb through acceleration height and conducted the climb check list. Then right elevator horn heat caution light checklist. Then the First Officer noticed that the right side deice press was at zero PSI. Given the combination of faults detected I decided to return to field. We asked ATC to return to field. We executed a cruise check and a before landing check list and noticed that the aux fuel pump lights were not illuminated however they checked when tested. I notified the Flight Attendant of the issue and that we will be returning and to prep the cabin for an immediate landing and instructed her to inform the passengers of the return to field. Also the Number 2 STBY HYD pump press was at 0psi but System Hydraulic Pressure was normal. We continued on to the approach and landed without incident. No emergency was declared.




Synopsis: DHC8-200 Captain reports a right elevator horn heat caution light illuminated as well as the master caution light just after takeoff.  It was then noticed that the right side deice press was indicating 0 psi along with the Number 2 STBY HYD pump. The Captain elects to return to the departure airport.