elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Company Policy; Aircraft
Primary problem: Company Policy

Narrative: We got the takeoff data after pushback. I noticed the percent of MAC (Mean Aerodynamic Chord) to be unusually high; 36.4%.  The CG produced a takeoff trim of 3 degrees; which was way out of the GREEN band for stab trim.I called the dispatcher and also had the load planner on line. According to the load planner 'it is a new procedure and we don't worry about the GREEN BAND'.  I then conferenced in the [Flight Operations Manager] and the [Operations] manager. [Operations] manager repeated what the load planner said; we don't worry about the GREEN BAND. I was not going to taxi the aircraft to the runway and get the takeoff warning due to the trim being out of the GREEN BAND and reject the takeoff. Or; just pick a random trim setting and takeoff.Around that time both of us timed out and brought the aircraft back to the gate.




Synopsis: B777 Captain reported a center of gravity anomaly prior to taxiing which could not be resolved to satisfaction.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at 36;000 FT we felt our ears pop and then got the aural warning cabin altitude and looked at the EICAS screen and pressure was reading 12;500 FT. We then preformed the memory items for rapid decompression and then declared and emergency and ATC gave us a descent to 13;000 FT. I then preformed an emergency descent so that we could get down to 10;000 FT and ATC was then giving us radar vectors to the nearest suitable airport. Once below 10;000 FT we then took off the oxygen masks and preformed the landing as normal. When the Captain put on his oxygen mask he was not able to communicate with ATC.


Second narrative: While cruising at FL360 we felt our ears pop and immediately looked at the EICAS and noticed the cabin altitude climbing to 12;500. We immediately performed the rapid cabin depressurization memory items and after we DON the oxygen mask and established crew communication I ran the Immediate Action Checklist (IAC) followed by the Emergency Descent memory item and IAC. We where right over [a suitable airport] and I decided to land there so we declared and emergency and I notify Dispatch of the situation. We made the emergency descent to 10;000 and took off the O2 mask and landed. Cabin depressurization and I was unable to contact ATC while on my O2 mask but communication with First Officer was good.


Synopsis: EMB145 flight crew experiences loss of cabin pressurization at FL360 and diverts to the nearest suitable airport.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Bounced on landing; the plane started to porpoise; attempted to add power to go around; but the front landing gear collapsed. I was on Runway XXR at ZZZ.




Synopsis: A Bonanza pilot reported a bounced landing caused the front landing gear to collapse.
Date: 201702
Local time of day: 0601-1200
Location: MSP.Tower, MN
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MSP
ATC / advisory: Tower MSP
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the North Local Control position landing and departing runway 30R. The supervisor said there will be arrivals to runway 35 in about 40 minutes which puts us into converging runway operations that requires the use of an ADW (Arrival Departure Window). I was not advised when the first arrival to runway 35 was on final and I did not notice it because runway 35 is on the opposite side of the airport. I had already cleared an aircraft for takeoff on runway 30R when I realized there was traffic on final to runway 35 in the ADW. I cancelled the takeoff clearance of my departing aircraft and had them taxi off the runway to prevent another go around with landing traffic on final behind them. I then asked the supervisor why no one was informed of the first arrival to runway 35.Converging runway operations at MSP (the use of runway 35) with ADW's is still very new at MSP and has many unresolved safety issues. In spite of these safety issues and continuous notifications/complaints from the Tower controllers; management has insisted on the use of runway 35. Even when there is no arrival demand to land 3 runways at MSP management still insists on utilizing converging runway operations drastically increasing the workload and complexity for the Tower.My recommendation: Until the local safety issues associated with CRO (Converging Runway Operations) Tower operations at MSP are resolved; do not utilize CRO operations unless there is an actual demand for 3 arrival runways. Drastically increasing the complexity of the Tower operation with ADW requirements as well as multiple runway crossing for every 35 arrival introduces unnecessary risk to the operation. Develop procedures to ensure all controllers in the Tower are aware of traffic landing or on final approach to runway 35.




Synopsis: MSP Tower Controller reported an unsafe operation when the Controller was not advised of the first arrival in a converging runway operation.
Date: 201909
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure a compressor stall occurred on the Number 3 engine when reducing power from max to climb power. We heard approximately 4 loud bangs and saw erratic N1 indications. We reduced power on the number 3 engine and accomplished the engine compressor stall QRH. Before returning back to [departure airport] we accomplished the fuel dump QRH. Once enough fuel was dumped we returned for an uneventful landing.




Synopsis: MD-11 First Officer reported compressor stall on the Number 3 engine during initial climb.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After departure given heading of 360; climb to 7;000 feet.  Approaching level off we received a TCAS RA due to crossing arrival traffic (right to left) at 8;000 feet. Traffic was in sight prior to event and throughout event. We leveled off at 7;000 feet.  No separation was lost. Aircraft was climbing rapidly to 7;000 due to light weight. The rate of approach triggered the TCAS RA. As pilot flying I should have intervened and reduced our rate of climb upon seeing the traffic and potential conflict. This was my first leg back after two months not flying.




Synopsis: Pilot reported due to light weight and high climb rate the aircraft received a Resolution Advisory.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 337 Super Skymaster
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was practicing pattern work and familiarization with the aircraft. After takeoff; I switched the gear handle to up. The light stayed green-gear did not retract. I switched the handle back down to the down position. I called Tower and asked them if my gear appeared to be down. They said; 'Yes; gear appears to be down.' I looked at the main gear and I had a wheel on either side; locked in position. I was cleared to land. I turned base and then final. Final approach was normal. I landed the plane without incident. Turning left from the runway to the taxiway; the nose wheel retracted. While sliding; I pulled the mixture to turn the engines off and I turned the ignition and fuel off. I told Tower that we would need help getting off the runway. At no time did I declare an emergency. When the nosewheel retracted; there was a front engine prop strike on the runway. There was no leaking fuel or environmental issues. There was no damage to the runway. Tower called the ARFF crew to report.




Synopsis: C337 pilot reports failure of the landing gear to retract after takeoff with green indications. The gear handle is placed down with the green indications remaining steady. After landing during taxi off the runway the nose gear collapses.
Date: 201605
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke in aircraft. Lav detector activiated and shortly thereafter smoke was observed and smelt. Returned to [departure airport]. Made visual app and landed; cleared runway in front of the gate area so rolled across taxiway and parked in gate area; then evacuated passengers out main cabin door.Aircraft may have been over serviced with oil.


Second narrative: The mechanics told me that the source of all the smoke was that the aircraft oil had been over serviced the night before.


Synopsis: Q400 flight crew reported returning to departure airport and evacuating the aircraft after experiencing smoke in the cabin. They were advised after landing the smoke was probably due to over-servicing the oil.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent into ZZZ a very strong odor consumed the cabin. The smell was sweet and pungent at the same time. The odor was so strong it made my eyes burn; breathing was difficult; I got a headache and it left a metallic taste in my mouth along with mild dizziness. The number 2 and 4 had the same reactions.


Second narrative: As we were descending into ZZZ the Flight Attendant 2 (FA2) and myself smelled a strange odor and it got much stronger as we were getting closer to landing.  I called to FA1 and he said he smelled the same thing.  FA1 said he would inform the Captain.  The FA2 and I wet paper towels and placed them over our nose and mouth.  After landing the smell went away a little.  When we arrived at the gate the mechanics met the aircraft and stated he smelled the odor as soon as we opened the door.


Synopsis: A319 Flight Attendant crew reported a fumes event during descent resulting in crew experiencing physiological symptoms. Maintenance met the aircraft on arrival.
Date: 201911
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Aircraft X deferred the Number 3 Comm inoperative for dispatch purposes. Number 1 Comm was inoperative could not defer the Number 1 so swapped out Number 1 with Number 3 position transceivers. So Number 1 operational for Dispatch. Found out Day 7 that part Number's are not interchangeable. But when I referenced the IPC 23-XX-XX-X item Number XXXX it seemed to be. IPC can be very ambiguous. Not definitive to say the least. I was also not notified of this Maintenance discrepancy of the exact nature of the discrepancy. I was notified on Day 0; but the Maintenance Supervisor would not tell me the exact reason. I ask on Day 1 and then on Day 2 with no response.




Synopsis: Technician reported installing wrong effectivity part during MEL procedures for inoperative Number 1 VHF Comm.
Date: 201907
Local time of day: 0001-0600
Location: PVD.Airport, RI
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class C PVD
ATC / advisory: Tower PVD
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were turning on final for a Runway 23.  I called for gear down and flaps 30.  The PM (Pilot Monitoring) read back the instructions; pressed the chimes button; but was interrupted by a call from Tower; which he answered.  Flaps 30 was set; but the gear was not selected down.  I then called for check flight spoilers; flaps 45; which was selected; and the before landing checklist was completed.  At approximately; 1;100 ft. AGL; we received the gear horn; at which point I asked the [Pilot Monitoring] to select gear down; which he did; and to re-read the checklist; and this task was completed (for the second time).  A normal landing was made.Saturation of tasks; short turn to final due to low volume of traffic; high work load; distraction from radio calls from Tower.Both pilots are relatively new to their respective positions.  Neither confirmed that the gear was down upon the first reading of the checklist; and it was imperative that both pilots confirmed the proper gear position at that time.  The primary focus should always be Aviate; Navigate; Communicate in that order.  Communication with Tower could and should have been delayed until the more important flying tasks were completed.  A higher level of diligence should have been engaged with the reading and completion of the before landing checklist.




Synopsis: CRJ- 900 reported a distraction which resulted in First Officer not putting gear down until a gear warning alarm went off.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was pilot flying. We were light with only XX passengers. Vref was 125. FO called Ref plus 6 at 100 foot call-out. I started reducing power smoothly and power was idle at about 50 feet AGL. Flare was initiate at about 25 feet AGL. We received stick shaker just prior to 10 feet call-out. Slightly lowered the nose and landed normally with mains first. I believe that the main cause of the shaker activation was the Vref being so low due to the lower than normal weight due to less passengers and fuel. Vref being so low and closer to low speed cue may have caused the stick shaker to activate while flaring. Another cause could have been from reducing the power too early however I'm unsure if this is the cause due to being on speed at 100 feet with a speed of Vref +6 and slowly reduced power until the 50 foot call-out from the RA. I would however like any insight that can be given so that this does not reoccur. I believe I should have kept the power in a little longer and possibly even kept the aircraft a little faster even though we were on speed at 100 feet. Also a go-around should have been performed as soon as the stick shaker activated due to an unstable approach. The aircraft was still flying and was close to the ground so I gently relieved back pressure to reduce angle of attack until the aircraft touched down; but could have performed a balked landing and came around to try again.




Synopsis: Air carrier Captain reported experiencing a stick shaker at 10 feet on final and cited a low Vref due to the aircraft being light in weight as a contributing factor.
Date: 202110
Local time of day: 1801-2400
Location: BWI.Airport, MD
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B BWI
ATC / advisory: Tower BWI
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: When on approach to Runway 33L the LED lights on the runway centerline for 33L; there is 1 set of lights that appear to be brighter than the rest and make it look like an aircraft is on the runway.  It seems like the light build is between Taxiway 'Y' and 10/28 runway.  I am not sure if it is a 'hump' in the runway; but these lights seem to be brighter than all the other centerline lights.  If you fly the 33L ILS or PAPI at night you should be able to see it. Optical illusion. Have a FAA Flight Check fly a few visual approaches to this runway at night; to see if they can see the same light pattern that I see when landing on this runway.




Synopsis: Air carrier First Officer reported there is a group of lights within the runway center lights at BWI airport that appear to be brighter than the others creating an optical illusion.