elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Tower ZZZ2
Aircraft component: Cargo/Baggage
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was returning to ZZZ from ZZZ1 thru ZZZ2 airspace when my baggage door open light lit.I made a call to ZZZ2 tower as I was in their airspace. I informed them of the light and I would be making a precautionary landing to check it out. I circled park twice and seeing no one in the park I landed. I locked the controls. I got out of the helicopter and walked around the front to the rear left baggage compartment. I opened it up and witnessed a smoking lithium flashlight smoking and in a melted state. It was lying on a microfiber cleaning cloth. I grabbed another cloth and pushed the flashlight out of the compartment onto the ground. Upon hitting the ground the dry grass caught fire in a small area. I took a foil sun window screen from the same baggage and hit the burning grass a few times until it stopped burning. A man from one of the many surrounding houses ran up and handed me two bottles of water to make sure the grass was completely out. I didn't see any police or fire trucks at this point. I did see many people from the surrounding houses starting to walk towards the helicopter. They were coming from all directions. I was worried that someone would walk into the tail rotor blades so I jumped back in the helicopter and took off back to ZZZ. I called ZZZ2 tower again and informed them all was ok and I was returning to ZZZ1 and would make the appropriate calls upon arrival. I called ZZZ2 tower; FAA; ZZZ1 Tower and the Police Department.




Synopsis: Bell 206b Helicopter Pilot reported a precautionary landing due to EICAS Baggage Door  annunciation. After discarding a smoking lithium flashlight flight completed an uneventful destination landing.
Date: 201908
Local time of day: 1201-1800
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My coworker who was working up front called me on the interphone and said she smelled a strange odor in the front galley area. I went up there and smelled a pungent; chemical smell that slightly burned the back of my throat and caused eye irritation. Having experienced cabin odor incidents before; I quickly left the front galley area so as to avoid the smell as much as possible. When my coworker came to the back a few minutes later; I could actually smell the odor on her clothing. After landing I experienced severe headaches; shortness of breath; eye/throat irritation. For several days after; I experienced more headaches; very noticeable brain fog; and short-term memory problems.




Synopsis: A320 Flight Attendant reported a fume event which resulted in persistent physiological symptoms.
Date: 201410
Local time of day: 1201-1800
Location: CRQ.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Icing
Aircraft: Embraer Legacy 450/500
Operator: Fractional
Operating under: Part 91
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During descent to CRQ both crew members realized that the aircraft had departed its course and gone in to a MANSEQ [manual sequence] heading approximately 30 degrees off course from direct to the fix ESCON. Both of us were preoccupied with the failure of one of our engine anti-ice systems and working the radar with inclement weather in the area. We aren't quite sure as to exactly what caused the deviation; other than that it probably had something to do with the fact that ESCON was a fix on the ILS approach that we had programmed; as well as a fix on the filed flight plan. We must have linked the ILS fix rather than the flight plan fix at some point therefore caused the logic to think it was time for MANSEQ and vectors for the approach. The deviation was quickly caught and I don't think we were very far from course; however ATC did inquire as to our course. Tough one; since we still aren't sure what the logic did although I think fixating on the satellite weather on the MFD may have had a great deal to do with it. We were scaled down in range to such an extent to look at the weather that we weren't able to notice the flight plan after the fix leading up to ESCON. I realize now; this is one of the pitfalls in over reliance on satellite radar rather than forward looking radar.




Synopsis: Embraer Legacy 450 Captain experiences a track deviation during approach to CRQ; possibly due to misprogramming the FMS. The error went undetected initially due to preoccupation with satellite weather which completely filled the MFD.
Date: 201411
Local time of day: 0001-0600
Location: ZUA.ARTCC, GU
Aircraft: Military Bomber
Operator: Military
Operating under: Part 91
Flight plan: IFR
Airspace: Class A ZUA
ATC / advisory: Center ZUA
Second aircraft: Military Bomber
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X and Aircraft Y were a flight of two operating as a flight with Aircraft X as the lead aircraft and orbiting within 50NM of the UNZ VORTAC in Block Altitude FL240B250.  Aircraft Y calls on frequency requesting a separate clearance for orbit within 50NM of UNZ at Flight Level 260.  I observe a primary target about 10 miles away from Aircraft X and moving in the opposite direction.   I ask Aircraft Y their current altitude and they reply 'FL250.'   I advise Aircraft Y to climb and maintain FL260 and report level at that altitude.Aircraft Y reports level at FL260 and they are radar and given their clearance to orbit the UNZ VORTAC within 50NM at FL260.  I then advise both aircraft that they must call and request with ZUA center for a fight split prior to separating the formation.  Supervisor is notified of the incident and I am advised to give a Brasher warning to both aircraft for possible pilot deviation and to call ZUA center upon landing.The aircraft/pilots need to understand that they are operating in Class A controlled airspace on IFR flight plans and must comply with all ATC instructions and procedures to operate in Class A airspace.




Synopsis: ZUA Controller describes a flight split up where the second aircraft is already separated from the flight lead.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 404 Titan
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nose Gear Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Conducting Part 135 training flight.  Departed on an IFR flight plan.  On final; extended gear at glide slope intercept.  Red gear unlocked light stayed illuminated; Green nose gear light failed to illuminate.  Hydraulic pressure light stayed on.  Attempted to recycle 3 times.  Condition did not change and nose gear was not visible in mirror.  Overflew airport and proceeded back to base.  Attempted to troubleshoot by increasing G load on nose.  Had no effect.  Consulted Maintenance on company frequency.  Executed emergency gear extension procedure.  Nose gear green light came on and nose gear was visible in mirror.  Landed without incident.  Maintenance stated nose gear doors had jammed closed.  Had just reviewed emergency procedures; including emergency gear extension.  Emergency extension procedure worked as expected.




Synopsis: CE404 pilot experiences failure of the nose gear to extend during approach.  The gear handle was cycled three times to no avail and the flight diverts back to home base.  The manual gear extension handle is successfully employed to extend the nose gear.  Maintenance stated jammed nose gear doors had caused the problem.
Date: 202005
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: The aircraft had the QRC cards installed and no placard indicating that the 'Undue Activation of Alpha Prot Procedure Required' installed indicating that SEL 28 had been accomplished. There was no SEL 28 on the flight plan. I contacted Maintenance Control and was initially told there was no SEL 28 for that aircraft and to contact local Maintenance to get the old QRC cards. Local ZZZ Maintenance came out and said that the AD had been done. A second call to Maintenance Control and a connection to Engineering conference call was initiated. The local ZZZ mechanics were able to determine that the ELACS were in fact the modified ELACS and that an SEL for that aircraft should have been issued. We added Dispatch into the conference call and with their concurrence an amendment to the flight plan was issued.According to Maintenance Engineering after the AD was complete a call to Flight Operations was supposed to be made but apparently never was.




Synopsis: Captain reported poor documentation that led to a confusing conversation with Maintenance and trying to find out if the aircraft was airworthy.
Date: 202111
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Suspected fume event after engine start when APU Bleeds turned off. Detected oil-like smell immediately after bleed air switched to engine bleed. No visible fumes observed. Odor dissipated within 5 minutes and was not observed again before departing.Cause - Possible fluid contaminant in the engine bleed system.


Second narrative: Fume event [occurred] after engine start when switching from APU to engine bleed air. We noticed an oily smoke smell coming from the packs. No visible smoke; smell dissipated soon after. Written up in AML. [The cause was] likely oil or hydraulic fluid in ventilation system.


Synopsis: Air carrier flight crew reported a temporary fumes event after engine start. Fumes dissipated shortly thereafter. Discrepancy was noted in the aircraft logbook.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just arrived at the aircraft for the start of a three day pairing. We were briefed by the off going crew that the aircraft was in good shape with no write ups or MELS. I boarded the aircraft to start prefight duties as the FO was out doing an exterior preflight. One of the rampers informed me that the number two engine was on fire with flames coming out the back. I looked out the forward galley door and confirmed that smoke was coming out of the front and rear of the number two engine. I informed the crew and told them to initiate evacuation of the passengers we had onboard.I asked the FO to be a safety observer and assist with the evacuation as I proceeded to the flight deck to verify if there were any fire indications. There were not any fire indications on the ECP or the light in the fire handle; but I had visually confirmed the fire; so I overrode the number two fire handle and pulled and rotated it; discharging a fire bottle into the number two engine. I then notified operations of our condition and requested fire coverage at [the] gate. I then proceeded to the cabin to check on the evacuation and visually checked the engine again to see if the fire had gone out. Smoke was still coming out of the front and rear of the engine so I discharged the second fire bottle into the number two engine. Once evacuation was complete; I shut down the aircraft did a walkthrough of the cabin to ensure all passengers and crew were out and then I egressed the aircraft.


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


Synopsis: B737-700 flight crew reported the #2 engine caught fire during preflight of aircraft. Captain fired both bottles and the passengers were removed from the aircraft via the jet bridge.
Date: 202107
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Aircraft Cooling System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I attempted multiple conversations with local zone/gate leadership and I was advised that we WOULD use an aircraft that just had returned to the gate due to excessive heat in the cabin.  The aircraft gate returned as Aircraft X which was ZZZ to ZZZ1 and was planning to go out immediately as Aircraft Y ZZZ to ZZZ2. It appears that flight Aircraft X was swapped with flight Aircraft Y.  I was not able to locate any repairs on Aircraft Z after its return to block.  I spoke with [the Captain] who was taking the ZZZ2 trip and after making some calls; he refused the equipment.The ZZZ1 passengers came off the plane yelling; to almost screaming; and were visibly wet and beyond agitated.  The ZZZ emergency line had to be called for backup at the gate return to protect our team.I overheard a conversation between the ZZZ1 FAs and the flight deck that they could hear the screaming over the intercom from the passengers.This is not humane treatment for our coworkers nor should our passengers have to deal with extreme heat.




Synopsis: Captain reported returning to the gate and refusing the aircraft due to excessive temperature in the cabin.
Date: 201703
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
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; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb; Flight Attendant called and stated strong odor in aft cabin. Odor was like a dirty sock pack smell mixed with a metallic and slightly acidic smell. Sent IRO back to check and verify. It dissipated and then the smell was noticed by Flight Attendant again; IRO again went aft to check and confirmed slight smell. Smell noted in cockpit. Just after his return; Lead Flight Attendant called again and reported strong smell in First Class with a 'haze'.  Made decision to return to [departure airport]; [advised ATC]; donned O2 per QRH Smoke/Fumes Procedure and turned [back] direct. Contacted company. Made OVERWEIGHT landing using QRH procedure.  Had Emergency Personnel accompany aircraft to gate. Odor and fumes in aircraft.  Find and fix source of fumes and odors. Providing for dedicated Fumes (not Smoke) QRH procedure would help and address specific area. Educate Pilots and Flight Attendants for fumes in aircraft.


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


Synopsis: A330 flight crew reported returning to departure airport after 'dirty socks' fumes were reported in the cabin.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain; 4
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Ambiguous

Narrative: After leveling on the departure procedure at 1;700 feet MSL; we turned to a heading of 113 and initiated a climb per the departure procedure. Immediately after climb initiation we simultaneously received a TA then immediately switching to a level RA and also a traffic advisory from Tower. There was a VFR target at 12 o'clock and approximately a mile +300 feet (~2;100 MSL) that was initially a TA then a RA. After initiating a level off the TCAS switched to a climb RA which was then followed.We were not warned by Tower until the beginning of the TA/RA event. I visually picked up the PA28 in a steep left hand turn at 1/2 mile and 1 o'clock. The aircraft passed approximately 300 feet off the right wing. After passing the traffic at 2;100 feet we were immediately IMC. There was no possibility of the PA28 being 500 feet below the overcast base as VFR rules dictate. I did call the Tower for feedback after landing at destination; but was informed the supervisor was investigating and would return my call in the future. The VFR traffic was inbound from the south and was attempting to enter a left downwind I would guess. We were then transferred to departure control and the remainder of the flight was uneventful. It was difficult to visually acquire the PA28 due to rain and low ceilings.




Synopsis: G-550 Captain reported a TCAS RA and NMAC with a PA28 in marginal VFR conditions.