elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 0001-0600
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C VNY
ATC / advisory: Tower VNY
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Weather

Narrative: Cleared for ILS 16R approach into VNY. Noted 45 knot tailwind at 5;000 ft MSL. Noted again 35 knot tailwind at 3;500 ft MSL. Approach became unstable at 500 AGL due to windshear. Called for go-around. Local Controller issued a missed approach clearance. Maintain 2;000 ft for now. Right crosswind 270 degree turn to enter left base 34L. At 2;000 ft MSL; EGPWS (Enhanced Ground Proximity Warning System) issued a 'caution terrain.' Initiated a slow climb. EGPWS issued a terrain warning. Climbed to 2;980 ft MSL to provide additional terrain clearance. Landed without further event. The lesson I take away from this is as follows: I should have informed the Local Controller that it was necessary to climb above the initially assigned altitude to provide adequate terrain clearance.




Synopsis: Corporate jet Captain reported an unstabilized approach into VNY airport due to windshear resulting in a missed approach and Terrain Warning.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface; Time Pressure; Situational Awareness; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On approach; ATC called out a low altitude warning while we were turning to final.  We leveled off in the turn and resumed descent once rolled out on final.  We were above the minimum altitude of 500 feet for crossing the bridge.First time executing the approach; very busy.[We should] Practice charted visuals in the simulator.




Synopsis: First Officer reported receiving a low altitude alert from ATC and climbed back to correct altitude; continuing the approach to landing.
Date: 201510
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground IAD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After push made initial eastbound turn onto Delta for eastbound taxi to Runway 30. As I was making the turn I saw a tug with baggage cart moving left to right across ramp and directly in front of us. Tug was close enough that I had to stop abruptly. He also stopped but then continued on. Started taxiing to runway again when [a flight attendant] called from in back and asked if all was okay. [The FO] answered and said yes. [The flight attendant] said okay and hung up. I then realized I needed to say something and stopped to make a PA explaining the reason for the stop. We continued to runway without further incident. I later found out that [a flight attendant] had fallen against the wall of the aft galley; but said she was unhurt.




Synopsis: B737 Captain reported making an abrupt stop to avoid a collision with a baggage cart on the ramp at IAD.
Date: 202107
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Initial Approach
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Troubleshooting
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: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 1-1:15 hours before landing into Country I smelled a strong pungent smell and therefore called my co-worker to come up and smell the odor. She smelled odor; we contacted Captain and we then continued to check first class passengers electronic devices for overheated batteries etc..and asked passengers to check their bags in the overhead compartments.We checked ovens and coffee makers and odor was not concentrated in that area. The odor was concentrated in fwd aircraft left jump seat area and lavatory. As we were descending the odor got stronger. The odor was not electrical more like an overheated odor sweet but irritating to the eyes; throat. I had a headache very quickly and nauseous. Very pungent on descent. Couldn't breath had to get on oxygen. At descent; odor entered cockpit. During time in Country; mechanics were looking for problem. They discovered catering papers behind coffee makers that looked brown and smelled liked burned paper this could have caused a fire midair however that was NOT the odor I smelled. This would have been another issue.




Synopsis: Flight Attendant reported a fume event that started one hour prior to landing resulting in physiological symptoms.
Date: 201907
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We knew we were being loaded with dangerous goods (over 25000 pounds). Had preliminary DG (Dangerous Goods) report on aircraft. I acknowledged the report with first officer and asked him to remind me not to pushback without final DG summary printed and on board. [Relief Pilot] came after walk around and said a heavy load had been boarded. Aircraft was fully ready for pushback on time but we all forgot about the final DG summary. Pushed on time and during pushback got the final summary on printer confirming what was on board. Final DG summary came at XA13Z. Flight continued to a normal landing in ZZZ.




Synopsis: B787 Captain reported flight crew Hazmat procedure deviation of 'Final DG summary' review and approval prior to takeoff.
Date: 201309
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other Jet bridge Operations
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: The MBA (Mobile Boarding Adapter) passenger boarding adapter has no less than 6 exposed bolts with sharp edges. I walked passed the stationary MBA and snagged my work trousers on one of these bolts causing a 6 inch tear. I was not physically injured but bodily scratches certainly could occur from the sharp edges of the bolt/nut assembly. All MBA's currently in use have these exposed hazards.




Synopsis: Ramp worker reports tearing his pants on the exposed bolts of a stationary MBA (Mobile Boarding Adapter).
Date: 202108
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Manuals; Chart Or Publication
Primary problem: Manuals

Narrative: There is no Jeppsen Engine Out (E/O) departure [procedure] for Runway 27 BOS in current Jepps. There is an E/O SID for Runway 27 BOS in the current aircraft software. There has been an E/O SID for Runway 27 BOS for years and there's discrepancy between the current Jepps and APS software. The information doesn't match; probable cause lack of a reviewing process. Need to update the Jepps and aircraft software to match.




Synopsis: Air Carrier First Officer reported a missing engine out procedure for RWY 27 BOS. Pilot reports the procedure was in charts previously and matched the APS chart for BOS.
Date: 202101
Local time of day: 1201-1800
Location: GLL.VORTAC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZDV
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft Y was flying through established practice areas at 7;500 feet; flying various heading changes affecting other aircraft in the area. we adjusted course to avoid the traffic accordingly and the aircraft then turned around to a heading that would lead to a converging conflict. Our aircraft was to the right and proceeded with caution keeping an eye on the aircraft in case they made yet another heading change; they did not. we started to alter course to the right in order to maintain our general direction of flight but also resolve the converging conflict. The aircraft was not transmitting on the local frequency and not responding to radio queries. The aircraft never deviated course at any point. Had we not seen the aircraft and taken evasive action the conflict would not have been resolved.




Synopsis: GA pilot reported that another aircraft in the practice area was not transmitting on the local frequency and was making heading changes that required the pilot to take evasive action.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
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; Time Pressure; Workload; Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Gaste Pushback
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After my walk around I failed to ask if we had Dangerous Goods like I normally do.  Communication with Ramp for push became an issue since they had a bad headset and repeated several attempts to get it to work. Eventually we pushed late due to getting a different headset.This crew doesn't come to ZZZ often and also not familiar with the X gates so we briefed that well and just let those distractions make us forget the final DG. We had also been communicating with Ops on not getting our numbers cause ramp was also distracted and didn't put the bag or cargo info in so we had that on our minds too. [Also to] put final DG on before push check.


Second narrative: On departure in ZZZ we were distracted by the ramp trying several times to get a working headset plugged in--as was the ramp.  This focus on the headset caused the ramp to never enter in our final dangerous goods and bag count into the computer.  It also delayed us several minutes past the early departure we were ready for. I had received a planned dangerous goods form and the final dangerous goods were the same and loaded in the same place as the plan. Fixation on one problem delaying the departure caused me to ignore another problem that should have delayed the departure.  We had to call operations and send messages to  planning to finally get our weights and final dangerous goods a full 15 minutes later.


Synopsis: Air Carrier First Officer reported pushback from departure gate without required Final Dangerous Goods document.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Musty odor smell in cockpit. Cause: Flight crew noticed a musty odor in cockpit during descent. Landed without incident. Made a write up in Maintenance log. Suggestion: Bleed air valve seals should be [checked] more often to prevent leaks.




Synopsis: A319 Captain reported noticing a musty odor in the cockpit during descent to destination.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Upon arrival; there was a major leakage of hydraulic fluid on the nose landing gear. Maintenance was called; the course of action was to pin the landing gear down; and return to ZZZ. After in-depth conversations with Maintenance Control; the Captain determined that the aircraft was airworthy; and legal to operate a revenue flight back to ZZZ. The captain talked to the dispatcher about the deferral; and the need for more fuel because we would by flying back to ZZZ with the gear pinned down for the entire duration of the flight. The dispatcher added the deferrals to the dispatch release; and told the captain that with the gear down deferral; the new fuel burn would be accounted for. Once in cruise flight; we determined that the planned fuel was very inaccurate compared to the actual fuel burn. We were near critical fuel upon landing.The threat was the unplanned fuel burn that resulted in a landing fuel load that made the captain and I uncomfortable.As a result of this event; a more meticulous examination of the flight plan to ensure that the performance results of the deferrals are more accurately reflected in the flight plan.




Synopsis: CRJ-200 First Officer reported flying the aircraft with the gear pinned down and arriving with less fuel than planned; noting that the burn rate was higher than planned for.
Date: 201702
Local time of day: 1201-1800
Location: FRG.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground FRG
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: While starting to taxi from an FBO at FRG; we received instructions to taxi Runway 32 via G; D and hold short of the assigned runway. As we taxi out of the FBO; we started looking for taxiway G but had a hard time finding it. We could not see any defined markings; Signs or lighting that would indicate a taxiway. There was; however; a road 'we thought' that turned out to be the taxiway. It wasn't until we were parallel the taxiway while taxing via Runway 19 and after receiving new instructions from the tower that we said; that's the taxiway; still not convinced; we both agree that this area needs help. I must say that the responsibility rest with the crew all the time; especially the PIC. As we taxi out; the flying pilot brief that he was familiar with the Airport and I was happy to hear that he was familiar with the airfield because of the difficulties we both had trying to identify the Taxiway G and the taxiway in general. It became evident that something was not right when we started to see Runway 19 approaching and the hold lines; but; by the time I said we're approaching a Runway and the Captain realized he needed to stop we went probably 1 or 2 feet beyond the hold short of the Runway lines.Besides the need to make this area more visible; paint some markings or maybe add some signs; next time; I as the PIC of the flight; I'll make certain our actions will not lead us to an incursion!




Synopsis: Corporate jet pilot reported a taxiway incursion at FRG. Reporter stated taxiway G signage and markings at the ramp were difficult to detect.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Skywagon 185
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute I noticed the main gear up lights were not illuminated. I proceeded to cycle the gear up; after which; all gear up and locked lights came on. As I neared the destination which was to be a water landing I again noticed the main gear up lights not illuminated. I attempted to cycle and pump the main gear up by hand but seemed to not have any pressure on the hydraulic pump and could not get the lights to come on or get the gear up. The main gear were now visible in the mirrors. I decided to return and land suspecting loss of hydraulic fluid. On arrival and selecting gear down there was no response. The nose gear were up and locked; there was no indication of the main gear being up or down and locked but they were visibly down in the mirrors. I opted to land on the smoother and wider taxiway as opposed to the runway which was bordered by water on one side and a ditch on the other. On touchdown the right main gear collapsed into the well causing minor damage to the float keel on that side. No one was injured.




Synopsis: C185 Captain noted that the landing gear of his float equipped aircraft would not remain retracted and elected to return to the departure airport for landing on a paved taxiway. On touchdown the right main gear collapsed.