elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Turbulence; 2.5
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft; Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During the arrival the weather was reported 1;000 broken and 1;300 overcast and winds were 10 KTS gusting to 20. During the RNAV instrument approach procedure there were periods of moderate turbulence. At the Final Approach fix there was some moderate turbulence that became a distraction. This distraction hindered the proper completion of the pre-landing check list which in included extending the landing gear. Normally a second check on final approach is completed to insure the landing gear was down and locked. This check was not completed. A flap setting of 20 degrees was selected due to the wind conditions. The plane is equipped with two micro switches that can enable an aural gear warning sound if one or both of the switches is engaged and the gear is not down and locked. One is located on the flap control lever which is engaged if a flap setting of 25 degrees or more is selected. The other is located with the throttle and engages if the manifold pressure is below 12 inches. Because the flaps were set to 20 degrees; the associated switch would not be engaged and no warning would occur.During the landing phase of the flight extra power (above 12 inches and no gear warning) was carried until the plane was in a good position to reduce the power and land. At this point; when the power was reduced below 12 inches; the plane started to settle; the gear not locked horn signaled and the prop struck the ground. It was too late to go-round. As the plane came to a stop the mixture control was closed; fuel selector was turned off; ignition and master switch was turned off.The plane was lifted by a crane; the landing gear extended normally and the plane was towed off the runway. Initial observation of damage was to the propeller and belly skin of the aircraft.It had been about 4 months since I last flew this plane. I fly about 20 hours per month. I intend on getting with a CFI to make sure I'm proficient and not just current.




Synopsis: The pilot of a Cessna 182RG became distracted during approach to land and did not complete a thorough pre-landing check; which resulted in a gear-up landing.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Rain
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Windshield Wiper System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While we were in climb; the Captain noticed that the windshield wipers were on the middle position. He told me to remember the limitation of the speed. I verified that they were off; and told him they were turned off. By the time we were in the roll out; way below our limitation; we told ATC we wanted to stay at 10;000 ft and try to fix a problem we were having with the wipers. We looked at the QRH for any procedure related but we couldn't find any. We decided that the best course of action was to go back to ZZZ and have Maintenance look at it.


Second narrative: Upon takeoff after V1; I had the F/O (First Officer) switch the windshield wiper control knobs to the off position. The F/O's windshield wiper went into the proper position; but the CAPT's side windshield wiper got stuck in the middle position. We continued our climb and leveled off at 10;000 ft. At that time I instructed the F/O to search for a possible checklist; contact Dispatch to make them aware of event and then decided to return back to ZZZ. Cause could have been a faulty windshield wiper motor. It would be best to return to the airport with a part malfunction of that nature.


Synopsis: Flight Crew reported that the Captain's windshield wiper was inoperative on climb out; causing an air turnback.
Date: 201901
Local time of day: 0601-1200
Location: ATL.Airport, GA
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: While established on the ILS 10 approach; ATC asked us if we were correcting back on the LOC. I announced that we were showing centered on the LOC. We had no course deviation indications showing. We continued on the approach. He again told us we were off course and gave us a PRM breakout. The FO (First Officer) initiated the breakout then said 'your controls' and gave them to me. I continued with the maneuver and we got vectored around for the same approach. We didn't have any issues the second time.There was a 55 knot direct crosswind at approach altitude and there were many other aircraft having the same issue also reporting that they were indicating no deviation.




Synopsis: Air Carrier Captain reported going around after ATC advised off course; even though there was no off course indication.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Cessna 140
Operator: Personal
Operating under: Part 91
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Citation II S2/Bravo (C550)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Conflict Ground Conflict; Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A Cessna 140; was inbound from the south on left downwind. I had issued the C140 Runway 26R; and he read back Runway 26R. I issued traffic to the C140 on a biplane that was on a close-in base for Runway 26L. A few moments later; the biplane was over the numbers [for] Runway 26L; and I told the C140 that traffic was no factor; and approved a short approach and gave clearance to land on Runway 26R. The C140 read back that he was cleared to land on Runway 26R. An aircraft checked in on the ILS practice approach; and was in Conflict Alert with an unknown aircraft; I issued a Traffic Alert. The targets were overlapping; and I was having trouble finding the altitude of the unknown aircraft. After this situation was resolved I got an IFR release on Citation; who was waiting to depart Runway 26L. I scanned Runway 26L; and cleared the Citation for takeoff. Ground Control then shouted 'what's that Cessna doing?!' I saw a Cessna crossing the threshold of Runway 26L; and realizing that it was the C140 I sent him around telling him he lined up for the wrong runway. The Citation had not moved forward; and was stationary holding short of Runway 26L. The C140 went around; and the Citation departed without further incident. Apparently my scan failed me in this instance. I did scan Runway 26L prior to issuing a takeoff clearance; and did look at short final; but I failed to see the C140 at that time. This is an instance where the Tower team concept yet again proved its worth. I must practice to improve my scan to spot aircraft on short final Runway 26L. It is the farthest point from the Tower; and can be difficult to quickly spot aircraft at this point; extra vigilance is required.




Synopsis: Tower Controller described a required go-around event when he/she failed to properly scan for arrivals before issuing a takeoff clearance with traffic on short final.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After the ground agent opened the Main Cabin Door MCD and put the platform in place; he gave me the thumbs up (while saying 'thumbs up') and walked to the tail of the plane to unload bags. He didn't put out any safety ropes. I asked the passengers to remain on board while I asked the Captain whether I should allow deplaning because there was no safety equipment out. The Captain left the plane to speak with the ground agent about the lack of safety equipment. The Captain and ground agent returned together and the ground agent said that safety ropes weren't needed because of single-door deplaning. I disagreed; but allowed passengers to deplane and instructed them to follow the painted walkway away from the plane. Nonetheless; two passengers attempted to walk under the wing to retrieve their bags. One of those passengers walked dangerously close to the prop. I called to both of them and instructed them to wait by the stop sign. They complied; but the situation wouldn't have occurred if the proper safety equipment had been out.I didn't feel comfortable allowing passengers to deplane without the proper safety equipment in place; but I gave in to both the ground agent and the restless passengers rather than standing my ground and stopping the operation.Ground/ramp operations should be universal for all stations. While it may seem inconsequential to put out the proper safety equipment; failure to do so could result in a safety event and I'm never comfortable allowing people to leave the plane if I feel it's unsafe to do so.




Synopsis: Q400 Flight Attendant reported deviations from SOP while deplaning that could cause safety issues.
Date: 201903
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
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 / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Human Factors
Primary problem: Procedure

Narrative: Departing MYEF going to ZZZ; picked up an IFR clearance enroute around 5;500 feet. ZMA Center assigned us direct to fix VENDS from our present position. Then they gave us VENDS.MANLE.SHRKS then as filed. While the Captain put in that flight plan I queried ATC about the 50 mile restriction that we had and he confirmed we were within our restriction. Captain and I both started to double check to determine if we had the 50 mile restriction covered by putting in fixes around us and saw if we were within that restriction. Meanwhile; we messaged Dispatch and asked them what they thought of the routing. While we were doing that; I once again queried the same Center controller and asked if we were within our limitations of 50 miles and Controller verified that we were.A few minutes later; we were transitioned to another ZMA Center frequency and while checking in; I queried them once again about the flight plan since we were waiting on Dispatch to get back to us. Controller also acknowledged and said we were within our 50 mile restriction. At this point we had put a 50 mile ring from ZQA VOR and saw that we were still in the protected area but we soon wouldn't be if we didn't get a turn to the west before the fix VENDS. Just prior to the fix VENDS we were transitioned to another ZMA Center frequency who asked about our flight plan at which point we explained what had happened. Controller gave us a heading to the west and worked on a new routing which was similar to our flight plan and kept us in the protected mileage. At this point that Center Controller told us that they have been seeing issues with the ZMA Center in the Bahamas region and them assigning those routes. Controller advised us to not accept that routing from the Center as they have been seeing issues and apologized for them.




Synopsis: Air carrier First Officer reported ZMA ARTCC assigned routing in violation of FARs even after repeatedly asking ATC if the route was legal.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant; Person Passenger
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed; General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Emergency deplaning at Gate X after passengers were all boarded; initiated by flight attendants due to extensive smoke in the cabin. As passengers were being rushed off the aircraft it was determined that a passengers Lithium Ion iPhone battery overheated and was the cause of all the smoke. All passengers safely deplaned through the front entry door to the terminal. ARFF (Airport Rescue and Fire Fighting) called by flight crew. ZZZ flight attendants did an outstanding job handling the emergency deplaning![Smoke was caused by] overheated Lithium Ion powered passenger Iphone.No way to know if a passenger's iPhone spontaneously starts to combust.


Second narrative: Emergency deplaning at the Gate X. Plane was fully boarded. Deplaning was initiated by the flight attendants due to excessive smoke in the cabin. During the deplaning the #1 Flight Attendant notified us that the smoke was caused by a Lithium Ion battery on a cell phone. All the passengers deplaned to the terminal. We called airport Fire Department and Ops to tell them of the situation. The flight attendants did an excellent job in their duties and in handling the emergency deplaning.The phone overheating was out of our control. The flight attendants did as they were trained. We as a cockpit assisted them and directed them as needed.I believe everything went well. Everyone did as they were trained. Training is key.


Synopsis: B737-800 flight crew reported a fume event during boarding due to a Lithium Ion battery thermal fire from a passengers Iphone.
Date: 201712
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL370 speed reduced for chop. During Power reduction (Auto Throttles on) No. 1 engine began to compressor stall. As per QRH; I disengaged Auto Throttles and pulled engine back to stop the stall. First Officer immediately asked for lower. Speed started to decay; so I began descent prior to receiving a clearance for lower altitude. There was no traffic in the vicinity according to TCAS. Leveled at FL330 and engine continued normal operation. Used 'ENGINE LIMIT OR SURGE OR STALL' procedure in QRH. Engine ran normally; so we continued to destination.




Synopsis: B737 Captain reported experiencing a compressor stall in the number one engine. After descending and accomplishing the appropriate checklists; the engine recovered; and the flight continued uneventfully to the destination airport.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Positional / Directional Sensing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Situational Awareness; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After an aircraft swap; aircraft deplane due to Maintenance; a gate return with a second aircraft deplane due to Maintenance; [after] a total of 6-7 delays we departed. During the climb we started getting the Heading Comparator annunciator on the FMAs. As we would check and verified the headings the annunciator would go out and shortly come back. Looking in the QRH we could not find anything that would cover this issue. This issue became more frequent and climbing through FL22-FL23 the autopilot kicked off and map fail on the NDs. I took the controls and began hand flying the airplane while the First Officer tried to align the headings to get some instruments back. This would work for a couple of seconds and it would go out again. Due to the nature of the situation and being IMC we requested to return back to the departure airport. Since I had to use the Standby Compass to navigate we declared an emergency and requested headings and turns from ATC. We were vectored to the airport and landed without any further issues. Due to this event and earlier events the First Officer and I removed ourselves from further flying that day.




Synopsis: A MD-83 Instrument Comparator began alerting after takeoff so following numerous inflight realignment attempts; the autopilot disengagement and ND faults; an emergency was declared with a request for a no gyro vectors to the departure airport.
Date: 201907
Location: ORD.Airport, IL
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Other push back
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: Aircraft was on push back when tug diver stated 'oh @#$%' I inquired what 'oh @#$%' meant. At that that point the driver called 'break away; break away.' I immediately stopped the aircraft and set brake. I advised 'break set; pressure normal.' The driver informed me that another ramper failed to secure the clamps on the tow bar and once the push began the aircraft was freewheeling. I entered an ELB (Electronic Logbook) report and advised Maintenance that an inspection was needed. Maintenance visually inspected and cleared aircraft for operations. Push back continued without further incidents.




Synopsis: B737 Captain reported ramper failed to secure the tow bar resulted in the aircraft freewheeling.