elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Integrated Audio System
Component problem: Design
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: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While approaching Runway XXL in ZZZ we were given takeoff clearance while simultaneously being given the Runway Awareness Announcement that is installed in the MAX.  This prevented us from fully hearing our clearance.After flying the MAX since its return; I have experienced the installed awareness functions interrupt communication approaching the runway 50% of the time.  Predictably; in each instance; we have had to stop and ask ATC to repeat these clearances.I see real communication risks and hazards with this system as it currently functions in the MAX.1) When rolling out on shorter runways; it will call out runway remaining at 1000; 500 and 100 feet.  A certain risk that these calls could prevent the hearing of ATC taxi instructions likely to happen at this time.2) All calls from the system (runway awareness; altitude chimes) are wired into the headsets which completely obliterates any communication that happens simultaneously.  While not on this particular flight; we were listening to an important ride report from another aircraft when the altitude chime went off in our earpiece.  We initially missed the information because of it.

Callback: Reporter stated that the volume of the advisory announcement is about 25% higher than a typical voice communication. There does not appear to be a way to change the announcement volume; nor is there a way to route it through a speaker instead of headset. Reporter stated they have experienced multiple events where the advisory interfered with communications and situational awareness.



Synopsis: B737 MAX First Officer reported they were unable to fully hear the takeoff clearance because the runway awareness announcement was given at the same time. Reporter stated that system calls come through headset and interfere with simultaneous communications.
Date: 201812
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Second aircraft: A319
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: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Parallel visual approaches to [Runway] 16R and [Runway] 16L. Left traffic; an A319 encroached on our side; we had them in sight as they continued to overshoot. We leveled off and executed a go-around as they flew underneath us and overshot our localizer as well. We did not hear any communication from them as they likely were already on Tower and we were still on Approach. ATC then informed us of their encroachment and asked if we wanted to go around. We told them we were in the go-around. We had an estimated separation of [approximately] 200 feet.


Second narrative: On visual approach to Runway 16R in Denver. ATC pointed out traffic on base for [Runway] 16L. Visually acquired traffic and saw him begin to turn for the runway. Everything appeared normal. Got a traffic alert and followed shortly afterward with a RA. The traffic was still in sight and what looked like turning for [Runway] 16L. RAs are pretty common on these two runways and having the aircraft in sight usually makes it a nonevent. However; this time the traffic continued toward us; so we executed a go around. I am guessing on the separation because I was looking out the window; but it seemed to be about 200-300 feet beneath us.


Synopsis: A CRJ Air carrier flight crew reported another carrier overshooting final approach on a parallel runway led to a NMAC and go-around.
Date: 201507
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were cleared the visual approach to Runway 28. There was a rain shower on final. The FO was flying and had the runway and airfield in sight. We could see through the rain shower and were cleared to follow the preceding aircraft; which we had in sight; they were also cleared the visual. At approximately a six mile final we entered the rain shower and lost sight of the runway momentarily. The aircraft was stabilized and coupled to the approach mode of the autopilot. In the time it took to realize this fact we were in the clear and had the runway in sight. The aircraft and approach were stabilized and the rest of the approach and landing were completed uneventfully.In the future when dealing with questionable weather; I will request the instrument approach if there is any possibility of being unable to comply with visual flight rules. In addition; I will make the request early during the approach as the radios were quite congested; and I was unable to query the Controller about the preceding aircraft's ability to keep the runway in sight.


Second narrative: [Report narrative contained no additional information].


Synopsis: B737 flight crew reported losing visual contact with the runway after entering a rain shower on final during a visual approach to ATL.
Date: 201904
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: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: 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
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately at touchdown; I (FA1) smelled a pungent chlorine smell that began to burn my sinuses and throat. I covered my mouth and nose with my sweater sleeve and waited for the seat belt sign to be turned off. At the monitor and challenge all call; FA4 told me to tell the Captain that there was a strong chlorine odor at the back of the aircraft. After the all call; I looked around the corner to see the flight deck door was already open. While waiting for the agent to arrive; I told him about the odor. He said that upon landing; when he turns the APU on for AC in the cabin; residual air from the engine enters with it. I asked him 'bleed air'? He answered 'yes.' After deplaning; FA4; complained of burning eyes; sinuses and throat; I noticed a cough that began that evening. The 3 of us noticed that it was our aircraft in the morning and notified crew scheduling that we were unwilling to work on that aircraft in the morning. The agent and ramp worker in charge notified the mechanics. I believe that our Captain also mentioned it to the mechanics. The agent also called the paramedics who took our blood pressure and oxygen levels. The company executives would have to take this ongoing problem and the dangers and injury that it causes its crew members and passengers seriously and fix the problem.




Synopsis: A319 Flight Attendant reported pungent chlorine odor and burning of sinuses and throat immediately on landing.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At 50 FT AGL we got a R ENG FUEL FILTER EICAS. [We] continued departure through clean up and after takeoff checklist. [We] went to QRH. QRH directed us to land at nearest suitable airport. [We] initiated at return with ATC. [We] notified Flight Attendant and passengers. [We] consulted with Dispatch [and] Maintenance Control. Completed approach preparation and briefings; and made a normal approach and landing.


Second narrative: On rotation; we had a R ENGINE FILTER BYPASS caution. We ran the checklist; contacted Maintenance Control and Dispatch; and returned without incident. Maintenance was waiting at the gate and quickly replaced the fuel filter. The Captain was on the jetway coordinating with Dispatch; a Duty Manager; and the agents. I was getting the aircraft ready and loading the box when two mechanics came in and said that they needed to start the right motor. They asked if I wanted to help and I said 'of course.' We made sure the aircraft was cleared by the mechanics on the ramp and I told Ramp Control that we were starting a motor at the gate. I made sure that all the checklist items were done and I helped start the engine without any problems. I had assumed that the mechanics were in charge of the engine start; but I did not realize that they could not do it with passengers onboard. I guess the mechanics were unaware of that rule; or they thought I could start the engine without the Captain. The Duty Manager was notified and already at the gate. There was never any danger; but the procedure was not followed properly.


Synopsis: Air carrier flight crew experiences a R ENGINE FILTER BYPASS caution light just after rotation. QRH procedures are complied with and flight returns to departure airport. The filter is replaced by Maintenance and the engine is run up with the First Officer's help. It is learned after the fact that engine run ups are not permitted by Maintenance with passengers on board.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind Gust; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: I was landing Runway XX at ZZZ; and there was a gust of wind from the left just as I was touching down. I hit the left brake just slightly and began to swerve. I corrected and used aerodynamic braking. I was still veering off to the left so I aimed in between the lights as I braked; and elected to roll to a stop into the grass at the intersection of RWY XX and Taxiway XX at a 45-degree angle so that I would not cause any damage.   Tower asked if I needed any assistance; and I requested assistance so that everything could be checked out properly. ARF came down and helped push my plane back into the runway. The examined the grass; runway; and plane and found no damage or leakage.




Synopsis: Piper Warrior pilot reported loss of control of aircraft during touchdown due to a wind gust.
Date: 201409
Local time of day: 0001-0600
Location: YIP.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower YIP
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am an instructor. My student was endorsed and was going on his first solo cross country flight. The event took place at Willow Run Airport (YIP). Student was told to taxi to runway 5L via taxiway Charlie from the west ramp. Student taxied as instructed. When requesting take-off clearance; student was given clearance to take off on runway 5L from the taxiway charlie intersection. Instead of taking off on runway 5L; student mistakenly turned the wrong direction on the runway and took off on runway 23R. As soon as the tower controller noticed the mistake he then cleared the student to take off on runway 23R. Both ground and flight instruction has been given to the student. He now knows his mistake. We discussed he must verify runway direction using compass or heading indicator prior to takeoff the ensure he going the correct way on the runway.




Synopsis: C172 instructor describes an incident with his student departing on his first solo cross country flight YIP. After taxiing via Taxiway C the student is cleared for takeoff on Runway 5L from Taxiway C but turns right and takes off on Runway 23R.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was on Local Control. Ground Control was combined with Flight Data and Clearance Delivery. There was a stand-alone Controller in Charge.Aircraft X was rundown for an IFR release. The release was granted by ZZZ TRACON and Aircraft X departed from ZZZ to ZZZ1. At the time ZZZ1 had a ground stop [GS] due to COVID cleaning and we did not coordinate a departure time with TMU.Prior to Aircraft X taxiing; there was a strip printed from TMU stating that there was a ground stop to ZZZ1. That strip was placed near the Status Information Area by the Ground Controller.During Aircraft X's departure roll ZZZ TRACON called over on the shout line to advise us of the ground stop and that is when we became aware that Aircraft X should have been delayed on the ground.We as a Tower team did not catch that Aircraft X needed to be delayed and we should have been more observant to the ground stop strip and requested a departure time from TMU for Aircraft X.I recommend that when a GS is in effect that the GS is displayed on the SIA [Systems Information Area] and that a strip is sent to all facilities at the same time. Often we will receive a flight strip with a CFR; GS; GDP...ect.; but the information is not displayed on or SIA for several minutes if at all.




Synopsis: Tower Controller reported an aircraft got off the ground that was in a ground stop due to its destination airport being closed for COVID-19 cleaning.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; 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: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed from ZZZ as scheduled. An hour into the flight; we were cruising at FL380. We received a call from the Number 1 Flight Attendant letting us know that there was an odor in the back of the aircraft that smelled like burning wire. He said he could smell it from about 3 rows from the aft galley. No smoke was seen. The Captain asked about the 2 flight attendants in the back. The Number 1 stated they felt a little nausea and headache; but they were doing okay. At that point; the Captain elected to [advise ATC] and land at ZZZ1. We were about 40nm from ZZZ1. I continued flying while the Captain coordinated with ATC; the Company; and the flight attendants. Captain also made a PA to the passengers. We were given radar vectors to land on RWY XXC. We landed uneventful on [Runway] XXC and stopped on the runway. We talked with ARFF and had them check the aircraft for smoke and anything out of the ordinary. ARFF said they saw nothing and we continued to the gate with ARFF following us. Once parked at the gate; the passengers deplaned. The two flight attendants in the back deplaned and were met by the EMTs and checked out. Maintenance boarded and checked the aircraft for possible sources of the smell. In the end; they said it was a power port that was overheating.  Throughout the event; there was no change reported in the strength of the odor.




Synopsis: B737-800 First Officer reported Flight Attendant notification of 'burning wire' fumes in the passenger cabin. Captain executed an uneventful diversion after flight attendants in aft galley reported physiological symptoms.
Date: 202004
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
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: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
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 Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Departed ZZZ Runway XX; Flaps 5. Reaching 1;000 ft.; I called for flaps 1 and subsequently attempted activation of the Electric Trim switch. Left yoke stab trim did not function. Asked First Officer to try his yoke trim switch. Neither trim switches functioned. Ran QRH procedure for Stabilizer Trim Inoperative. ATC was notified of flight control problem and [priority handling requested]. A large amount of questions were asked during the initial run of the QRH. The QRH gives a condition: Both of these occur:Loss of electric trim through autopilot.Loss of electric trim through the control switches.As we got vectored off the departure procedure and distracted by ATC questions pertaining to the nature of our [situation]; I didn't fully hear the initial reading of the condition calling for both of the above. As I had a heavy yoke from the takeoff configuration; I choose not to negative G unload the aircraft and turn on the autopilot. By not turning on the autopilot; I wasn't able to fully comply with the QRH conditions. QRH was continued and Stab Trim Cutout switches were selected to cutout. With the Cutout switches in cutout; the autopilot was not available.During our debrief and review of the QRH procedures it was discovered that the QRH called for loss of both items; loss of autopilot and flight control switches.




Synopsis: B737 Captain reported failure to fully comply with QRH procedure following a pitch trim failure.