elihoole/asrs-aviation-reports huggingface dataset:
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I approached ZZZ from the SW; called on Unicom about 8 miles out and asked if there was any traffic in the pattern and received no response. As I came closer; I called again; no response. The frequency was quiet. I came abreast of the airport to look at the windsock and determined the wind was very light and almost a direct crosswind. Since I was already on downwind for 26; I decided to land on 26. There is an upslope on 26 and I prefer to land my Viking on 26 to limit my use of brakes when possible. I called my location to '26 ZZZ Muni' and continued down final; touching down; I saw a high winged Cessna flaring to land in the opposite direction. I braked hard and steered to the far right side of the runway and noticed the Cessna had landed on his right side; so there was no danger of a collision at this point as the runway is quite wide at ZZZ. I called the aircraft on the runway and told him I would hug the right side and he answered that he had 'made all the right calls on 122.8.' I said I had not heard him and that I had made several calls myself. He called the FBO for a radio check and I told him I could now hear him loud and clear.




Synopsis: Bellanca Viking pilot reported a ground conflict during landing with opposite traffic at a non-towered airport.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We took [off]; just after rotation at about 1;000 FT; the Captain and I smelled an odor. We were then alerted by the flight attendants of an odor that to them smelled like burning plastic. We leveled off at 2;000 FT; advised ATC and declared an emergency. Diverted to [nearby suitable airport]. Taxied to the gate without incident; no one reported any adverse affect from the flight.




Synopsis: B737-800 First Officer reported flight and cabin crew smelled an unusual odor after takeoff; the crew declared an emergency and diverted to a suitable nearby airport.
Date: 201812
Local time of day: 1201-1800
Location: TVL.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure; Airport
Primary problem: Ambiguous

Narrative: Trip going into South Lake Tahoe airport. I was PIC (Pilot in Command); pilot monitoring. We reviewed the airport in the [company manual for] mountain operations with the note of Runway 36 being Day Only. The ceiling was 8300 feet and clear visibility. We commenced the GPS 18 approach; circle to 36. It was light to moderate turbulence; being more turbulent closer to the mountains. We entered right hand traffic pattern. We entered downwind. Near turning base; we encountered 'Caution Terrain' 3 times going from downwind [to] base. We called visual on the terrain as we had the terrain in sight; so we continued. Also; keeping a safe distance away from the mountain; we were close proximity to the airport on downwind. That being said; turning final; we somewhat went left (west) of the final; as we turned to final. Though we were a little left (west) of final; we were stabilized. [The] Captain is a seasoned mountain pilot; and did a very good job of flying the aircraft. That being said; I would recommend not using Runway 36 for landing; as it is in too close proximity to the terrain. The owner expressed concerns about being too close to the mountains on the visual approach segment. If the prevailing winds prevent a south landing at TVL; I highly recommend not using Runway XX; and using [other] airport located 13nm to the northeast of TVL.Because of the close proximity of the mountain; and surrounding rising terrain on the southwest; southeast and south end of the runway; I highly recommend not using Runway 36 TVL for landing; and not using Runway 18 for departure.




Synopsis: Air taxi First Officer reported receiving a GPWS terrain warning on a circling visual approach to TVL airport.
Date: 201909
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DTW
ATC / advisory: Tower DTW
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were cleared to lineup and wait on [Runway] 21L behind a departing 757 with landing traffic at a 4 mile final.  As the 757 rotated; we were given our takeoff clearance.  I told the First Officer that was very close to the 757 so we needed to be prepared for potential wake turbulence.  Sure enough; at 200 feet; we hit moderate wake turbulence.  Thankfully it wasn't too strong as 200 feet does not really give us too much room to work with if an unusual attitude recovery would be required.  We mentioned to the Controller that we had a good amount of wake turbulence as he handed us off (he said sorry).  I'm not sure exactly what the ATC rules are but I thought I remember hearing 5 mile spacing behind a 757; either way it would be nice to have more than just the runway length of spacing.  Looking back I should have just declined the lineup and wait knowing there was traffic on a 4 mile final with a 757 going out in front of us.  I didn't do it because I didn't want to mess up there flow/traffic lineup that they had; so I felt pressured to take it as given.  Overall the situation was manageable but I could see how it could have gone a lot worse. ATC did not give us enough spacing behind the 757 and rushed us to get out. Strict separation requirements after bigger aircraft departures.




Synopsis: CRJ-200 Captain reported encountering wake turbulence from a preceding B757 departing DTW; and questioned the spacing.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Environment - Non Weather Related

Narrative: After landing; we slowed and took the second high speed exit. After exiting the runway on the high speed we were headed straight for a RJ that was slowly taxiing through the intersection. We did not see the aircraft until the lights of our aircraft was shining directly onto the RJ. With all the construction lights flashing in the background and the bright lights of the terminal ramp the RJ blended into the environment and until we had our landing lights aimed in the RJ's direction he was invisible. Had to apply heavy breaking to avoid hitting the RJ. The RJ had exited the runway at [the previous high speed exit] I guess and was given the same routing. I do not know if he was told to hold short of [our exit] or not but we were not given any warning of an aircraft at the exit. If we are going to be using this routing at night there needs to be a controller assigned to control this area as the tower controller is way too overloaded to be controlling the runways and taxiways at the same time. Either that or establish a hold short of each runway exit until there is no aircraft on the landing roll that can use that exit. (This is what other airports do with similar taxiways.)With the old way of holding short to cross [the parallel runway] aircraft were in the parallel taxi-way far enough to allow the landing aircraft to exit and pass behind if necessary. There was no immediate danger on this landing as we saw the RJ in time to stop; however add wet runway; low visibility and the outcome could be very different.




Synopsis: An MD-82 flight crew; exiting the runway on a highspeed taxiway encountered a regional jet established on the parallel taxiway. ATC did not inform them and the bright lights of the construction area and terminal area obscured the RJ until the MD-82's landing lights illuminated it. The Captain applied heavy breaking and avoided colliding with the RJ.
Date: 201307
Local time of day: 0001-0600
Aircraft: No Aircraft
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Simulator
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Manuals; Human Factors
Primary problem: Chart Or Publication

Narrative: During simulator training we used several Denver approach plates on the iPad for landing.  Some of the approach plate layouts had changed to a 2 page format in the iPad.  While this may seem like a minor issue; it caused problems.  The issue is that the approach minimums and effective date are on a different page from the plan and profile views.  This is fine while briefing the approach; but not good when flying the approach.  All previous Commercial 1 charts have had all this information on the same page ensuring quick reference while in flight.  Checking the minimums while on final; normally takes a glance; but with this two page system; becomes a challenge.  One must swipe to the earlier page; then back to the profile page.  If the 'swipe' is too vigorous; you see another chart entirely.  This requires 'swiping' forward to the needed chart.  This is a lousy time to have to deal with this type of detail.  The profile; plan and minimums info needs to be on the same page!  I was late making a minimums call because of the scenario described above.




Synopsis: During a simulator session; a Captain noted an iPad two page PLAN and PROFILE approach plate had the EFF Date and approach MIN on a different page which required scrolling between pages during the brief or at a critical time on the approach.
Date: 201810
Local time of day: 0001-0600
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at cruise at FL350. When the Captain went back for his lavatory break; I removed my O2 mask. When I pulled it out; I noticed it did not have the attached smoke goggles; like is supposed to come with the larger stowage box that was installed on the aircraft. There also was no placard indicating the location of smoke goggles on the side compartment where the smoke goggles would be if only the by itself O2 mask is installed. As required; there were a pair of smoke goggles by the observer seat; but the seat was not being occupied. We elected to move those smoke goggles to the FO (First Officer) side compartment where they were within reach if they were needed. Captain made the logbook entry so Maintenance could fix the discrepancy upon arrival. On the ground I had done the O2 mask test and also done the initial preflight procedure when arriving at the aircraft. Since we were supposed to have the smoke goggles attached to the O2 mask by the type of stowage box on the airplane; as well as no smoke goggles location placard; I figured we did not need additional smoke goggles.


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


Synopsis: B737 flight crew reported the First Officer O2 mask was not equipped with smoke goggles as required.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received an ECAM Action Message stating we had a CAB PR SYS 1+2 FAULT. We referred to our QRC then executed the ECAM ACTION procedure. During that procedure execution; we noted our cabin altitude rate was climbing rapidly and we immediately requested priority handling for an immediate descent from FL350. As we descended; we were able to control the cabin altitude and maintained FL290 as cleared by ATC. We contacted Dispatch who provided a patch to Maintenance. It was determined our best course of action was to divert to ZZZ. We told Dispatch and Maintenance we would continue to ZZZ1 and would land in ZZZ if the cabin became uncontrollable. Dispatch and Maintenance concurred with this plan. Shortly afterwards; the cabin altitude control became marginally controllable and [priority handling was requested] and we received a descent to FL190. We immediately diverted to ZZZ where we landed uneventfully. During this entire event; the cabin altitude did not exceed 9;000 feet and the oxygen masks did not deploy in the cabin. We also did not land overweight. When we diverted to ZZZ; we did not notify Dispatch as there was not adequate time to do so and as Dispatch had already agreed to the diversion if the cabin became uncontrollable; we felt such a contact was not warranted.This event occurred due to a mechanical issue with our aircraft.




Synopsis: A320 flight crew reported a pressurization problem that resulted in a diversion.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Flight attendant from the inbound crew stated that the gust lock on the 'L1 Door' was malfunctioning and needed to have maintenance called. I wrote up the door gust lock and call[ed] maintenance. As the A flight attendant and I stood in the galley; The contract maintenance person showed up to the aircraft and proceeded to close and ARM the main cabin door while a gate agent was standing on the jetway. The maintenance person reached for the handle to open the door while it was still armed. The flight attendant and I immediately raise[d] our voices telling the maintenance personnel to STOP!STOP!STOP! I physically moved in front of the maintenance person to stop the motion of his arm from opening the door while armed. I was able to disarm the door; verify it was disarmed from the flight deck display; and opened the door normally.By preventing the maintenance person from blowing the slide inside the jetway; we not only saved the company operational impact/delay and the financial impact on the blown slide; but the flight attendant and I saved the Gate agent standing directly outside the door from bodily harm or possible death.When maintenance is called to an aircraft to fix an issue; there is an expectation from the crew that the person working on the aircraft is familiar with the type aircraft (Airbus; Boeing; Bombardier...) being worked on.




Synopsis: A319 Captain and Flight Attendant prevented a contract Maintenance Technician from opening armed cabin door and blowing slide into occupied jetway.
Date: 201503
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Take off roll and initial climb normal. At approx. 50 ft. AGL I heard a loud metal thumping; which I thought was coming from the two facet electric fuel pumps. I instantly lowered nose and entered deep forward slip to stabilized airspeed in the steep descent to reduce altitude. I shut off all switches including master; and made normal but slightly hard tail low touch down on the 'over run' off end of runway. The ground was soft and the small tires /wheel pant dug into the sand. The aircraft rapidly decelerated; and the top landing gear bolt sheared allowing aircraft to settle to ground and slide to a stop. No injuries or property damage. [Damage] to aircraft is light - limited to cowling; landing gear; and wheel fairings.The aircraft had 12 gal. on board (2 hrs. endurance). After reviewing the instruments we determined the low fuel pressure warning was on. We verified less than two oz. of fuel in carburetor float bowl. We will test right hand fuel tank system (vents valves and fittings) etc. . . . Both fuel pump operate correctly.




Synopsis: Panther light sport pilot reported light damage after a forced landing caused by fuel starvation; even though there apparently was fuel in the tank.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: A320 aircraft right wing overwing slide deployment; February 2013; late morning. Aircraft was in Heavy Maintenance Bay Hangar. While performing Lighting Strike Inspection; was preparing to perform Aircraft Crown Inspection; [but] noted aircraft crown was still wet from snow melting. At that time decided to perform top of Wing Lighting Strike Inspection. [I] entered cabin to gain access to wing top [and fuselage] side surface. At that time I was thinking about completing the right Wing Lighting Strike Inspection before lunch break [approximately thirty minutes away]. I did not consider our safety program that has [another mechanic verify certain procedures are performed by the working mechanic before activating critical equipment or systems; such as overwing slides].  Removed cover from [Overwing] Emergency Exit access handle and pulled handle. Stopped handle movement at sound of overwing slide inflating. After slide deployment; realized did not disarm right overwing emergency slide. [I] called Lead Mechanic and Maintenance Supervisor. [Recommend] having two each placards installed on both sides of 'PULL' handle labeled 'SLIDE' and one placard labeled 'SLIDE' on the interior cover; to alert the mechanic to a caution:  Note: Exit is 'SLIDE' equipped.




Synopsis: Mechanic reports he inadvertently deployed the right wing overwing slide on an A320 aircraft when he pulled the cabin overwing exit handle without disarming the door. He had attempted to gain access to the right wing upper surface for a Lightning Strike Inspection.