elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 300 feet after taking off; we received L ENG OVHT immediately followed by a L ENG FIRE warning and EICAS message. We [advised ATC] and decided to return. Upon reaching 1000 feet we performed the immediate action items; performed an engine status check; and as pilot monitoring; I continued with the associated QRH procedures. The fire warning disappeared after pulling the fire handle. The status check showed no signs of severe engine damage. We requested vectors and eventually landed at departure airport. Initial inspection by Airport Rescue and Fire Fighting after landing indicated an open panel on the lower engine area but no signs of fire. Upon arriving to the parking spot; maintenance personnel did confirm that engine damage had occurred.




Synopsis: B767 First Officer reported receiving an EICAS messages announcing an engine fire on takeoff.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Autoflight 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: Time Pressure; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Assigned the Visual XXR backed up by the RNAV XXR Approach (which was advertised on the ATIS). ATC assigned 170 or 180 knots to ZZZZZ. I used LNAV/ VNAV with the autopilot engaged; speed intervention to maintain assigned speed. VNAV reverted to VNAV SPEED and began to get high on the approach. At 400 feet high; I disconnected the autopilot began correcting. Approaching the glide path we were still four white bars on the PAPI and visually looked much higher than we should have been. I began to fly the approach visually but became low in reference to the RNAV. The resulting approach produced descent rate warning approximately crossing the threshold.


Second narrative: Upon coming into ZZZ we were set up and expecting the RNAV XXR. We had that loaded into the box. Somewhere outside ZZZZZ1 if I recall right we got cleared for the visual and backed it up with the RNAV XXR. Captain started calling for flaps and the aircraft began to slow to the selected flap speed. ATC gave us a speed of 180 knots so we had to open the speed window and reverted us into VNAV SPEED. We ultimately ended up being high on the approach. I told the Captain the path is not matching with the PAPI and he started to correct. Ultimately we ended up getting the 'don't sink warning' on the aircraft and the Captain corrected.


Synopsis: Air Carrier Pilots reported an un-stabilized approach that set off the EICAS warning 'Don't Sink' near the runway threshold. An uneventful landing was accomplished.
Date: 202012
Local time of day: 1801-2400
Location: MGGT.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower MGGT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Pilot Flying; Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Laser
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While we were on base leg on the RNP Y Runway 2 approach to MGGT [airport]; someone on the ground pointed a green laser and it flashed in the cockpit a few times; twice hitting me on the right eye. We were in between GT504 and GT503 with the aircraft fully configured; I was PM and since it was my first time flying into MGGT; I was looking outside to get a mental picture for future reference and situational awareness; trying to identify the runway;  when I saw a green laser beam being pointed at the aircraft; I called it out to the Captain and he kept his head down but I was hit twice on the right eye before I could go head down. I reported it to the Tower (in Spanish). The Captain asked me if I was OK; and I just mentioned that my eye felt drier than normal. (I've had the misfortune of being hit by a laser while flying before; so I knew the sensation). We continued to approach and landing without any further incident.Unfortunately; these types of events are almost impossible to stop; unless we wear protective eye gear; there is nothing we can do but lower our heads if a beam is being pointed to the aircraft.


Second narrative: While on approach; circling left arc to final; RNV Y 02; MGGT; about 145 knots and 2;000 feet AGL; FO (Non-Flying Pilot) observed a green laser coming from the low 10 o'clock position.  We continued approach to landing. FO reported it to ATC; giving them location; and Controller said it's been happening more often now and that they'll report it to authorities. I asked FO if he was OK and he said his eyes were drier than normal.Suggestions - Patrol the terminal area in vicinity of airport more often. Make area more sterile. Prosecute those who attempt to lase airplanes as they land at airports.


Synopsis: Air carrier flight crew reported a laser strike during approach to MGGT airport.
Date: 201706
Local time of day: 1201-1800
Location: DWH.Airport, TX
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types
Contributing factors: Company Policy; Airport
Primary problem: Airport

Narrative: I was working Ground Control at the time of this incident. This problem has been a reoccurring issue for more than a year and it has been reported by multiple controllers; reported to FAA Management and to Airport Management multiple times by multiple controllers; pilots and airport personnel.This is a visibility issue. The trees along taxiway Golf and at the field north of the Control Tower have been allowed to grow unchecked. The trees at the north end of the field are so tall that they partially obscure the helicopter pad. The trees along Taxiway Golf conceal half of the taxiway and are tall enough to completely conceal all small aircraft and most jets.Today I had Aircraft X taxi to runway 17R via Echo for a back-taxi for an IFR departure. I passed the IFR strip and all information to the Local Controller. Aircraft X called the Local Controller ready for the back-taxi. The Local Controller was confused because the aircraft was completely hidden by the trees. He had to ask the pilot to say his position. After I told the Local Controller where the aircraft was; it was back to normal operations.What if the Local Controller had an aircraft landing that exited at intersection Echo and turned onto that taxiway? You would have a nose-to-nose situation with not enough room for either aircraft to turn around. We also have an issue on the airfield with deer and coyote. We cannot see anything in those areas to help the pilots.For months; those who have asked Airport Operations about the status of the tree removal. 'We're working on it' is what we always hear back.The situation is becoming very dangerous now! It is a safety risk.We need those trees trimmed down or completely eliminated. There is no other option in this issue. The control tower needs to be able to see the aircraft that are taxiing in the movement area!




Synopsis: DWH Controller reported there are trees at the airport that affect the visibility of aircraft near the helicopter pad and some of the taxiways.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I blocked in at XA:10 local on a final flight from a reserve assignment. I had no contact with crew scheduling after block in or until I called them at approximately XQ:00 the next day. After spending that night at home I checked my schedule the next morning to find a trip assignment with a XS:40 show that day. Under FAR 117 the airline is required to provide 12 hours notice to a reserve crewmember for a trip assignment. Upon discovering the trip I called the contract administrator number and talked with Mr. X. He felt strongly and I agree that this was an illegal assignment. I then proceeded to call crew scheduling. I spoke with crew scheduling at approximately XQ:00 and she told me I had to make a choice of flying this illegal trip or accept an missed assignment. I chose the conservative option of not accepting this illegal trip and I was charged with a missed trip. I understand a missed trip is punishment because the company can deduct this trip from my paycheck. The Company should not ask a pilot to break the FAR's or lose pay and subject themselves to disciplinary action from management.




Synopsis: Air Carrier First Officer on reserve; reports being assigned a trip not in compliance with FAR 117 and the trip is declined.
Date: 201807
Local time of day: 1801-2400
Location: SEFG.ARTCC, FO
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center SEFG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On approach into Quito; SEQM; we were cleared for the ILS Z 36. The approach requires we maintain FL180 until crossing QIT VOR. The Captain was pilot flying. Upon getting cleared for approach and in VNAV PTH he set minimums in the altitude window. He was a little high to make the altitude crossing and the recommended speed of 220 KIAS at QIT. I was looking up our missed; single engine missed; taxi and gate location on my iPad when I looked over to see the CA (Captain) had selected vertical speed mode; 3000 FPM down and was descending through 17;100 ft prior to QIT; instead of maintaining FL180 for terrain clearance as depicted and briefed on approach. I quickly advised him to level off as we were not yet permitted to descend on approach. Quito Approach queried us and we explained we were maintaining 17;000 feet. The remainder of the approach and landing occurred without incident and NO EGPWS EVENT WAS TRIGGERED.




Synopsis: Air carrier First Officer reported the Captain began a descent too early in a high terrain area.
Date: 201705
Location: ZKC.ARTCC, KS
Weather elements / visibility: Thunderstorm
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: Flight was approaching MCI from the East as a line of weather was approaching MCI from the West. I sent an ACARS message to the crew alerting them that the weather was approaching the field but that they should get in before the weather hit. The weather arrived first. The flight was put into holding when the crew sent me an ACARS informing me that MCI was covered in storms and that they needed to divert. They were looking at FOE. I responded that FOE looked good but that they would have to fly through the weather to get there; but that ZZZ looked good and it was clear enroute. At that time I discovered that ZZZ was not authorized for the [aircraft make/model] so I recommended STL and gave them the burn to STL as well as the REMF [Remaining Fuel]. The crew responded that they were going to FOE and requested the burn. I responded that FOE was not authorized and that STL was the best option. The crew responded that they were then going to ZZZ. It was at this point that I told them that ZZZ was not authorized either and that STL was the best option. The crew responded that they did not have the fuel to make it to STL but then requested the burn to STL. I sent them the burn but while I was trying to calculate the numbers; they announced that they were going to ZZZ. I informed them again that ZZZ was not authorized and that ops could not handle us if we diverted. They responded that they were going to ZZZ. I informed him that they would be proceeding there under his emergency authority and changed the release to reflect a new destination of ZZZ. I then informed him two to three times that he would need to [advise ATC of emergency] in order to get into ZZZ and asked if he had. He finally responded that he had over ACARS as well as told me on the phone once he got on the ground. The flight landed safely in ZZZ.




Synopsis: Air Carrier Dispatcher reported confusion and miscommunication with the flight crew during a weather diversion.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction; Communication Breakdown; Confusion
Second reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arrival at gate single engine; ran out momentum just prior to parking spot and had to add a little power. Marshaller gave stop signal shortly thereafter and stopped normally using toe brakes. For some reason I failed to set parking brake; and the aircraft begin rolling backwards. I stopped the airplane; set the parking brake; and the aircraft was later towed forward into position.I don't not have an answer for why I failed to set the brake. I believe it was a combination of being tired from four days of flying; a very early wake up; thinking about using a new parking checklist for the first time; but overall; just a lack of concentration and focus. No excuse. All were red flags that should have been heeded and resulted in greater focus and concentration. The flight is not over until the parking checklist is complete and our passengers are off the airplane. We all must remember that. I certainly will.It is very easy to become complacent in this business of repetitive flights to the same stations; multiple legs each day; etc. We absolutely cannot let this happen as it will bite us when we least expect it; such as this; the last event of the last leg of the last day of a four day trip. 'It ain't over until it's over' Good advice from a wise former baseball player. I certainly won't forget it.


Second narrative: I was parking this plane. Once I had it parked; I went to grab the chocks for the nose gear. When I turned around the plane was rolling back.


Synopsis: A319 Captain and Ramp Marshaller reported the aircraft began to roll back after parking short of gate. Captain inadvertently failed to set parking brake when commanded by ramp personnel. Captain then set parking brake.
Date: 201309
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Customer Service / Gate
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working my gate and I started to do my walk around of the airplane. I opened up the back bin; put chocks on the tires; [and] then I walked to the front of the aircraft and put the stairs on the front of the plane. I left; then came back to load the plane everything looked good. When it was time to take the stairs they would not come off. I then called my Supervisor and he then tried to pull them off but they still would not come off. Finally they turned the wheel and pushed it off of the plane then there was a hole in the plane.




Synopsis: Ramp worker reports damage when the aircraft settles onto stairs placed next to the aircraft prior to boarding.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight at FL 350 the left windshield began arcing in the upper right corner and simultaneously cracked/shattered the outer and possibly the middle pane(s). The flight deck crew immediately donned oxygen masks; declared an emergency and requested an emergency descent with center. The Emergency Descent IAI; Emergency Descent QRH procedure; Cracked Windshield; and Manual Pressurization Control procedures were followed. The emergency descent was performed at near the same airspeed as when the cracking/shattering of the windshield occurred resulting in a rate of descent of less than 2;000 FPM. Present position direct [to a suitable airport] was requested from center. The cabin crew was informed of the descent and to expect the oxygen masks to deploy before the oxygen masks were deployed. As time permitted the passengers were briefed as to what had happened and what actions the flight crew were taking to insure their safety. Flight Control and Maintenance Control were contacted and briefed. Reaching 10;000 feet the flight attendants and passengers were advised that supplemental oxygen was no longer required. The remainder of the flight was performed using normal procedures modified to provide a comfortable rate of descent that did not exceed 700 FPM. With the only exception being the final approach segment where that rate of descent never exceeded 900 FPM.




Synopsis: A CRJ-700 flight crew declared an emergency; executed a controlled emergency descent; and diverted to a suitable airport when the Captain's windshield arced and then shattered at FL350.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Training / Qualification
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Manager addressed [task] on aircraft without inspecting anything other than the surface area and then using a Maintenance Manual as a tech data reference. Myself and other Maintenance Technicians are of the understanding that once a discrepancy has been documented it would be the duty and requirement of the person taking accomplishment for the task perform some type of inspection other than just look at the exterior of the aircraft and call it good. While two maintenance manual sections were cited there was no inspection; just a let's hurry up and make departure and not worry about properly addressing the discrepancy. I file this report to make it known to the FAA and other departments within the company that the company really doesn't support Critical Behaviors or IAW (In Accordance With) when it comes to the supervisor and manager positions. I know from what I've be exposed to with regards to the manager this isn't his first rodeo when it comes to supporting or exhibiting the Critical Behaviors or IAW culture that we AMTs at Company through instructor led or web based training are expected to adhere to. We are consistently made aware of this change in culture yet this manager and other members of management are not held to the same standard by the company and the FAA when it comes to this Critical Behavior and IAW culture change.


Second narrative: [Narrative added no additional information.]


Synopsis: Two air carrier maintenance technicians reported that some required inspections on a B777 are documented as completed; but have not actually been addressed.