elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Dawn
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After take off and initial climb smelled a 'burn smell like' that got stronger as we climbed; a 'haze type of smoke' (light smoke) appear to come from all vents. No ECAMS. Lead Flight Attendant called us to also report more of the same in the cabin. The First Officer and I donned the O2 masks. Just when ATC gave us the normal left turn for the departure; (approximately 2;500 FT-3;000 FT). I declare the emergency and asked for an immediate return to the departure airport. I took the controls while the First Officer assisted with checklists; programming and PA's. In less than 9 minutes we were safely landing the aircraft on Runway 10L. The smell was dissipating together with the smoke. We cleared the runway; stopped the aircraft and Airfield Rescue and Fire Fighter (ARFF) check the aircraft outside; while we verified with flight attendants the conditions in the cabin. ARFF gave us the 'ALL OK' outside; Cabin and Cockpit still had residual smell and smoke dissipating even more. We continue taxing to the gate. Passengers deplaned. I am grateful for my excellent crew; considering the situation; we were able to bring all 145 passengers and 5 crewmembers safe to the gate and perform an overweight landing with no limits exceeded; and no damage to our equipment. I was later informed that the air cycle machine (ACM) had ceased.




Synopsis: An A319 PACK (air cycle machine) failed after takeoff causing haze and a burning odor throughout the aircraft; so an emergency was declared and the flight returned to the departure airport.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: CH701
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While practicing ground control and taxing on RWY XX at 30 MPH; maintaining centerline with nose wheel raised. The aircraft began to lift off; I reduced power and added up elevator then applied additional power to slow settling. I over controlled both power and elevator resulting in pilot induced oscillation (porpoising). The aircraft impacted the nose wheel twice with the second impact resulting in collapse of the nose gear. The propeller struck the runway then the right-wing tip drug followed by the left-wing tip. I called tower to request assistance and let them know that I the single occupant had sustained no injuries. I turned off all fuel; power and ignition then unbuckled and exited the aircraft. I picked up the pieces of the damaged propeller and by pushing the tail down was able to push the aircraft off the active runway on its mains. I then waited for assistance to arrive. The weather at the time was wind calm; sky clear with reported visibility reported better than 10 miles.




Synopsis: CH701 pilot reported a nose gear collapse and propeller strike during taxi practice caused by improper procedures.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class C ZZZ
Aircraft component: Gear Lever/Selector
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)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear handle jammed and would not move to the up position. I became aware that the gear handle wouldn't move to the up position immediately after the gear handle wouldn't move into the up position. [Caused by] gremlins or a broken wire; but not sure. Upon leveling at 5;000  ft I checked circuit breakers and attempted to move the gear handle to the up position with out trying to force.  I thought to myself; 'I'd rather have the gear stuck down than up; especially with Maintenance right below me.' This was completely unforeseen.




Synopsis: Captain reported an Air Turnback after the landing gear selector lever became jammed and the landing gear would not retract after take off.
Date: 201507
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After departure from ZZZ; enroute to ZZZ1; we were passing about FL360; when we got a left bleed off light. We applied the QRH procedure; and the light reset momentarily. Before the light reset; I noticed; as the Pilot Flying; the cabin altitude started to rapidly increase also. The bleed tripped again; and this time the cabin altitude was increasing toward 10;000 feet.  As it was approaching 10;000 feet I called for oxygen masks and started a descent as the Cabin altitude warning light/horn activated. It was then the Pilot Monitoring (PM); the First Officer realized the right bleed switch was off.   He turned it on; and the cabin altitude quickly recovered. We reset the trip on the left side as well; and all indication were normal. This all occurred very quickly; from FL360; descending to FL320. All ops were then normal; and we continued the flight normally.   We discussed this for quite a while during the flight; and both agree the switches were in the correct position at takeoff. The taxi out at ZZZ was not rushed; and we were stopped at the end of the runway when we completed the before takeoff checklist; and we both agreed the error was not there. On all previous flights of this trip; we routinely used the packs in high after takeoff for cooling.   We think possibly; in this instance; the PM may have inadvertently turned off the right bleed valve mistakenly while attempt to return the right pack to auto.




Synopsis: The Captain reported that just prior to leveling off the cabin altitude began to climb. After completing the appropriate troubleshooting checklist it was discovered that a bleed switch was in the wrong position. The bleed switch was repositioned to the 'on' position and the cabin pressure returned to normal.
Date: 201309
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: B767-300 and 300 ER
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During very busy Ground Control; with a configuration change; Air Carrier X was cleared around the West end hold short of B. When Air Carrier Y was crossing runway at Q; Air Carrier X pulled forward to B on Z blocking the exit for Air Carrier Y. I gave instructions to Air Carrier X to turn onto B and Air Carrier Y joins B behind the B757. Air Carrier Y did not clear the runway RSA soon enough; and Air Carrier Z had to be sent around. Air Carrier X [should] have turned onto B1 as instructed/read back.




Synopsis: Ground Controller described a go-around event caused by ground traffic blocking an exit from the landing runway.
Date: 201507
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZFW
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Just before we reached the TOC; we noticed that the FMS went black. RNAV data was still displayed on the MFD; but we had no control or input.  The CA stated we needed to pull out our high altitude charts and start planning for a VOR approach. We were currently direct CVE so he put in the frequency and switched to VOR mode. I tuned in and idented. I let ATC know at that point that we were negative RNAV and requested the RIICE SEVEN arrival as it was most identical to the DRLLR RNAV arrival. I plugged in and idented the crossing VOR radials to identify points on my side and the CA plugged in the route VOR frequencies and radials on his side. Each time we were transferred to another controller; each person was not aware we were unable RNAV so we had to explain...each time. Once we got transferred to Houston apch (124.35); we were given RV for 26L. After that; the flight and workload were conducted as normal and we arrived safely to our gate.There was definitely a workload overload associated with flying green needles; switching frequencies; identing frequencies; changing radials; descent planning; landing data; etc. All in all this occurrence ran very smoothly. The captain and I worked together; briefed and discussed what each of us was doing; continued CRM and communication and worked together as a team to manage the situation at hand safely. Due to not being exactly sure if we made our points within limits; we decided to fill an ASAP report to be on the safe side. We were never contacted or corrected by any controlling agency.This was an unpreventable event. It was definitely a learning event as this is the first time this has happed to me in the 121 environment. The only thing that caught me off guard was how fast we would pass our points and the workload management so next time; although briefed; I feel I could be more aware of that and try to plan ahead a little better with the radials; frequencies; radio calls; etc.




Synopsis: EMB-145 First Officer reported FMS failed on a leg to IAH; noting the increase in workload associated with that loss.
Date: 201507
Local time of day: 0601-1200
Location: CDI.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Aircraft component: Rudder Control System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Fatigue
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was flying eastbound to Maryland returning from Oshkosh at 11;000 ft on an IFR flight plan. My autopilot disconnected and revealed an out-of-trim condition which caused the aircraft to yaw to the left. I had stretched my right leg to the right of the cockpit for comfort. When the aircraft yawed; I instinctively pressed my right foot on the rudder pedal. This caused the aircraft to yaw even more to the left; requiring full right aileron to keep from rolling inverted. I turned the autopilot off and released the rudder trim with no effect. I also reduced power and lowered the nose to get better control; advising ATC that I was turning and descending with a flight control problem. ATC advised me that Cambridge Airport was ahead about ten miles (I had turned about 120 degrees to the left; so I was heading NW instead of east.) As I continued to trouble shoot; I noted that my right foot was pressing on the copilot Left rudder pedal instead of the pilot right rudder pedal. As soon as I got my foot on the correct rudder pedal; I was able to control the aircraft and advised ATC. I continued the flight to Maryland.I suppose I should conclude that I should always keep my feet on my rudder pedals; but the fact that one needs to stretch a bit on a long flight is going to win in the end. I am just glad that I was able to keep flying the aircraft until I found what was the problem (i.e.; Me!!)




Synopsis: Maule pilot reports inadvertently pressing the copilot's left rudder pedal while stretching with the autopilot engaged at 11;000 feet. The autopilot disengages and the aircraft yaws left. Thinking his right foot is on his right rudder pedal; more pressure is applied exacerbating the problem and causing heading and altitude deviations. The error is quickly discovered and corrected.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
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: Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Human Factors

Narrative: After clearing Runway XXR at Taxiway 1X high speed; Tower issued instructions to taxi on 1 to 2X. We had previously briefed a hard left turn on 1 to 2Y as the likely taxi route. Upon the left turn I noticed all the mothballed aircraft on 2Y; and Tower advised us we turned the wrong way on 1. We didn't have room to do a 180; so Tower had us taxi to 1Y; then take the runway to 1Z; for turn around and normal taxi to ramp from there.A combination of things. Long duty day after X days on the road. Expectation bias for taxi. Missed NOTAM in a lengthy taxiway closure novel. Tower not being more explicit with instructions; i.e. 'taxi north on 1;' running an after landing checklist distracting the First Officer from actively listening to instructions. Airport authority allowing taxiway to be used for mothballed airplanes while many other taxiways closed for construction.Minimize long duty days with an almost X hour 'drool' in ZZZ before second leg; especially after a week on the road. Better depict NOTAMs; perhaps with a visual indication of closures rather than alphabet soup. I should have delayed after landing checklist until after confirming taxi route. Also; avoid expectation bias due to previous experience.




Synopsis: Air carrier Captain reported a taxiway incursion due to expectation bias.
Date: 201603
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Falcon 20FJF/20C/20D/20E/20F
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D MTN
ATC / advisory: TRACON PCT
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My co-captain [and I] were flying to Baltimore airport BWI on an IFR plan. While being vectored by Washington Approach they asked if we had the Baltimore airport in sight. We advised them we did; they informed us that we are cleared for a visual approach to 33; enter right downwind. There was an airport on our left and as we flew over the top of it the approach indicated to us that we did not enter right downwind so Washington approach told us to enter left downwind; [and] call Martin Tower immediately as there was traffic out there on final. My co-captain went over to Baltimore tower [because] he misunderstood them telling us to go to Martin Tower. Once we went to Martin Tower they indicated to us to enter a left downwind for 33. We indicated to them that this was the wrong airport and we wanted Baltimore and not Martin. Martin Tower indicated to fly runway heading and contact approach control. We contacted Washington Approach again and let them know and they apologized to us and said it was his mistake for putting us at Martin and not Baltimore. He then vectored us to a right base for 33 right at Baltimore.




Synopsis: DA20 Captain inbound to BWI reported Washington Approach cleared them for a visual to MTN thinking that was their destination.
Date: 201410
Local time of day: 1201-1800
Location: SFB.Airport, FL
Light: Daylight
Aircraft: Small Aircraft
Flight phase: Takeoff / Launch
ATC / advisory: Tower SFB
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: While working Ground Control (GC) I taxied Aircraft X to Rwy 27R at Romeo from the FBO via Romeo. I also taxied Aircraft Y from the SW Ramp to Rwy 27R at Romeo via Kilo and Bravo. At some point during the process I noticed that Aircraft X was stopped at the appropriate runway intersection and talking to Local Control1 (LC) while I was working a routing/call sign issue for another aircraft. LC2 mentioned that he thought somebody was taking off on the taxiway and I then witnessed Aircraft X doing as such; rapidly accelerating westbound on the taxiway towards my now eastbound Aircraft Y. My pilot experience told me that Aircraft X was very near lifting off of the taxiway so I told Aircraft Y to hold position and/or stop (as opposed to turning off into the grass; etc) and he eventually did so before reaching the intersection of Bravo and Lima. Aircraft X overflew Aircraft Y on the taxiway at least at tower height; probably better; it's difficult to recall the specific altitude. I then informed Aircraft Y to continue taxiing and gave him the tower's number to call later for their statement.LC1 was distracted with something; with what I'm not sure; but he wasn't watching his airplane. I can only recommend some form of ASDE that includes a warning for something like this. I'm not even certain ASDE can do such a thing but I think it would increase awareness to those of us who remain vigilant at all times when performing pertinent duties.




Synopsis: SFB Ground Controller observes an aircraft that was supposed to be on Local's frequency takeoff from a taxiway with traffic on the taxiway.
Date: 201710
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind Gusts; 10
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Weather: wind 190 at 12 gusting 19; 10 miles; clear; temperature 29 degrees C. I maintained centerline during wheel landing and as I was lowering tail wheel the aircraft started to slowly drift to the right. I started a missed approach and aircraft failed to adequately climb and started drifting to the left. I corrected with full control inputs and I continued to fly the aircraft to centerline of runway and touched down midfield of the runway. Despite the aileron and rudder inputs; the aircraft ground looped.




Synopsis: Citabria pilot reported a gust of wind during landing caused the aircraft ground loop.
Date: 201712
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Ammunitions arrived as U.S. mail; Post office had been notified.




Synopsis: Ground personnel reported ammunition marked as mail arrived on an aircraft.