elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At rotation on takeoff we had a surge on left engine with a loud bang. The EPR (Engine Pressure Ratio) dropped to approx. 1.60 then returned to normal with a brief MC (Master Caution) light. All 3 FAs called and said 'we have a real bad odor with smoke' We then [advised ATC] and returned to [the departure airport]. Also a deadheading pilot told a FA that we might have a blown tire. We really didn't know what we had. The tower had had the runway checked for debris. It was clean. After landing the aircraft was checked out then we taxied to gate. It was an overweight landing 140;000 lbs. The post flight walk around showed signs of bird remains in left engine. FAs did a great job and the passengers seemed to be in good spirits.




Synopsis: MD80 pilot reported a bird strike on rotation that led to engine surges; odor; and smoke in the cabin.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, FO
Flight conditions: VMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight; First Officer (FO) pointed out oil quantity in right engine had decreased to 3 quarts.   Pressure and temperature normal but temperature rising.  No other abnormal indications; noise or vibration. Declared Emergency with Center. Referred to QRH: Oil Quantity Decreasing.  Due to rising temperature; followed on to Inflight Shutdown Checklist.  Completed checklist and discussed landing options.   [Our departure airport was] selected due to known good weather; adequate runway for overweight landing and [our] familiarity with arrival and surrounding terrain. Requested a turn direct to the airport from Center.  Advised Flight Attendants (FA) including TEST brief. Made PA to passengers about situation and return to the airport.Advised dispatch via free text message and coordinated with ATC for a gradual descent back [to the airport].Attempted contact with company and station operations but were unable via VHF.  Contacted tower and requested they call company ops.  Advised ZZZ tower of intentions and requested Airport Rescue and Fire Fighting (ARFF) equipment as a precaution. Planned and briefed single-engine; overweight; landing at appx. 140;500 pounds. Flew a VOR approach to visual approach with uneventful landing.  Parked on Pad and deplaned passengers to busses.




Synopsis: An MD-80 series aircraft flight crew shut down the right engine; and returned to their departure airport after recognizing there was low oil quantity and an associated high oil temperature.
Date: 201901
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Takeoff close call with icy runway conditions.Runway was icy; but landing immediately before takeoff was uneventful. During taxi; braking effectiveness was observed to be significantly reduced; but adequate steering was possible (too much breaking resulted in wheels sliding). During takeoff; heightened concerns about icy conditions with a crosswind; led the pilot to start on the upwind side of the runway and apply crosswind correction with the ailerons. Soft field takeoff technique was utilized. Part way down the runway; while the wheels were still on the ground; the plane began to drift towards the upwind side of the runway. The plane continued to drift upwind after correcting and reversing the aileron direction. Airspeed was enough to leave the ground; but not enough to maintain flight; so pulling on the yoke lifted the plane above the snowbank lining the runway (~3 ft high). Lowering the nose to avoid a stall resulted in the left main contacting the snowbank. At this time the plane had enough airspeed to safely climb away from the runway. The pilot requested a visual review of the left main from a local tower that noted no abnormalities. The pilot continued to their destination and landed safely. Upon landing; visual inspection of the landing gear indicated no damage. Things that should have been done differently: Takeoff should have started in the center of the runway; despite concerns of a crosswind on the ice. Training on soft field takeoff utilization for an icy runway would have been beneficial. Waiting until runway conditions improved would have eliminated any risks.




Synopsis: C172 pilot reported contacting a snowbank with the left main landing gear on climbout from an icy runway.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Portable
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During my pre-flight checks; I discovered that one of the O2 walk-around bottles in the forward entry storage space was out of the bracket and did not have the mask and tubing connected. I reported the issue to the Captain prior to boarding. Captain requested Maintenance to come and correct the issue which was completed prior to passenger boarding. Flight departed without further incident. As in several previous ASRS reports; I am finding O2 walk-around bottles without the mask/tubing connected at an alarming frequency. I am not sure where they failure in procedures is occurring that these bottles are being replaced without the tubing attached so that they are cabin ready. As suggested in previous reports; this issue is chronic if; out of all of the flights operated and the few I am working; I find O2 bottles without the tubing connected as frequently as I am finding them. A thorough check of the fleet to make sure all bottles are connected would at least allow us to start fresh with emphasis on both Maintenance and flight attendant training to identify and correct this issue. In talking with many of my flight attendant colleagues; many said they were unaware that they were actually supposed to check that the tubing is connected during pre-flight checks.




Synopsis: B737-800 Flight Attendant reported multiple instances during preflight of finding walkaround O2 bottles with mask and tubing not connected.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL250 we heard a pop and my ears plugged. Captain immediately went for the oxygen masks and then I followed. Established communication and executed an emergency decent to our assigned altitude of 9;000 feet. Captain was the PM (Pilot Monitoring); [and requested priority handling] and got out the QRH. Structural damage was not suspected so we descended at 300+kts with full speed brakes. I was monitoring the cabin altitude pressure and it did not go above 14;000 feet until well established in our descent. When it finally did; we got a level 3 warning message and shortly after flight attendants called up. I made an announcement to the passengers to put on their oxygen masks. Captain also tried to call Dispatch with no answer. [The Captain] followed all procedures and communicated with all involved. Minutes went by [before] I could take time to think and observe. It was loud in the cockpit. It sounded like the leak was somewhere in the cockpit but I couldn't find an air source. It was very loud; hard to hear [the Captain] talking. We made the decision to continue to [destination] because at the time we were 44 miles away and 43 miles from [a possible alternate]. [The Captain] made announcements to the passengers probably 2 times and talked to the flight attendants whenever they called (3 times at least). On one call; flight attendants said they smelled a burning smell; and then we could smell it too (likely the chemically [generated] oxygen which I realized after the flight). We elected to keep our speed at 300+ knots to get to [destination] as soon as we could just in case there was a fire somewhere on board. We ran all appropriate check lists and Captain had me continue to fly the plane to landing. We stopped on the runway and met by fire trucks. They did a walk around deemed it safe and we taxied to the gate on our own power.




Synopsis: B717 First Officer reported loss of cabin pressure at FL250.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing the aircraft yawed to the right and I corrected to the left. Upon the loss of control I aborted the landing. Upon climb out the left wheel hit a runway sign. While I was climbing out the airplane rolled to the left and I decided to land in a field off the end of the runway. The left wing impacted the ground first and rolled the plane around the nose coming to a stop upright. My friend and I exited the aircraft.




Synopsis: Carbon Cub Pilot reported wheel hit sign on aborted landing with loss of control resulted in off airport landing with damage.
Date: 201503
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Workload; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Arrived at airport; loading ramp slick. During preflight prep process; I was interrupted and had to call ops for more rock salt and ice for catering. Airplane had line maintenance night before; upon arrival; found water leaking from number 2 chiller drain line onto floor in aft galley. Captain dealt with that issue for a significant amount of time and subsequent new MEL application. Clearance obtained and monitored by both pilots and hold for release at the end of the clearance not read back for some reason. I wrote it down on the clearance paper; but cannot remember reading hold for release back; nor did the controller question it; and we pushed back after the reviewing briefing cards and completing appropriate checklists. We pushed and started engine one with a subsequent GEN 1 FAIL ECAM. We started both engines; ran the ECAM and then taxied. We arrived at the end of the runway; and took off after a landing Beech jet. We followed the ODP for runway 10 and were on a 140 heading when we received a TA ONLY for an inbound aircraft. We communicated with the [inbound] airplane and then realized upon checking with Denver center we had not obtained a call for release. Traffic was in sight and we were in communication with that aircraft. Denver center gave us a number to call when we landed in Houston. The captain had called Denver Center and the controller was pleasant and stated that their controller upon a tape review did not correct the hold for release readback terminology during the clearance and they would be filing a report as well for a potential OE.




Synopsis: Pilot is issued clearance and advised to hold for release. Crew gets aircraft airborne and realize they didn't call for release. Center advises they listened to tapes and the controller didn't catch that they didn't say hold for release.
Date: 201703
Local time of day: 1801-2400
Location: AVL.Airport, NC
Flight conditions: VMC
Light: Night
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 C AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Inbound to AVL; we received a GPWS warning of TERRAIN; PULL-UP about 10 miles northwest of the airport. We were heading directly to the 5 mile fix for the visual approach for runway 17. The winds were calm and the skies perfectly clear with good visibility. We were aware of the terrain in the area and noted the possible GPWS warning for runway 35.Coming in from the northwest and landing on runway 17 created a higher rate of descent in order to get down and prepare for the visual approach. We were cleared down to 5;000 feet and when we called the airport in sight; we were then cleared for the visual approach. The GPS to runway 17 depicts 4;000 feet to the final approach so the pilot flying selected 4;000 in the altitude pre-select and initiated a descent in vertical speed mode. At that time; we were approximately 10 miles northwest of the airport about to level out at 4;000 feet when the GPWS system alerted us of TERRAIN; PULL-UP. The pilot flying disconnected the autopilot and initiated a climb till the warning stopped. We still had the airport in sight at approximately 2-3 miles away from the 5 mile fix; so we extended the flaps and gear normally and executed a stabilized visual approach to runway 17.I don't know the exact parameters necessary for the GPWS system to activate; but we think it was caused by the higher rate of descent within close proximity to the surrounding terrain. Knowing the terrain could come into play on a visual approach at night; it would have been a better idea to load the GPS to runway 17 in the FMS as a backup.When cleared for a visual approach at night; it is best to back up the approach with a published ILS; GPS; or VOR approach. This will ensure necessary terrain clearances and enhance situational awareness especially around higher terrain.


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


Synopsis: Air carrier flight crew reported receiving a GPWS warning while on approach over terrain at night.
Date: 202004
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During recurrent ground school; multiple pilots in the class had disregarded the updated company policy to wear protective face masks while on duty. Our instructor had stated that they were required; but about 40% of pilots had left their company-supplied masks on the desk rather than wear them. Even during the Chief Pilot's presentation; he had removed his at times in order to facilitate wearing his eyeglasses.Since the goal is to stop the spread of COVID-19 while possibly being asymptomatic; it is vital to keep the mask on at all times unless you need to ingest water or food. On the second day of class; we were told one pilot; who did a fairly good job of keeping his mask on during the day; had symptoms similar to COVID-19 overnight. This is exactly why everyone should have their masks on while on duty.Make sure everyone is following company policy. The three pilots sitting behind me did not put their masks on at all during our first day of ground school; which I found to be irritating and a safety risk to everyone else in class and in the building.




Synopsis: Air carrier Captain reported that during recurring ground training individuals did not always wear a mask to protect from COVID-19 exposure.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: High speed rejected takeoff. First flight of the day departing Runway 35R. Same aircraft we had flown in the night before. Weather was clear; 10 miles visibility; wind 320/5; 17 degrees C. Both engines were started for taxi out to insure proper engine warm up times. Takeoff was initiated by First Officer. Takeoff power was set and all indications were normal with an EPR setting of 1.93; a TAT of 41 degrees for 6 flaps. Shortly after the 80 knot call; at approximately 90 knots; we felt and heard two loud pops and initiated an abort. The right engine had rolled back slightly. The abort was uneventful with half of the runway remaining. The brake temp never exceeded 150 degrees. We stopped on the runway to analyze our situation and complete any required actions. The passengers were told to remain seated. The flight attendants confirmed the right engine was the culprit. With both engines at idle; the right engine showed an EGT of 500 degrees with the left showing 400. We suspected the right engine had compressor stalled. We could not find any specific checklist guidance for our condition. We informed Tower of our intention to clear the runway at Taxiway E4 and taxi back to the gate. While clearing the runway we shutdown the right engine as a precaution. Once at the gate; an exterior inspection of the engine did not reveal any visible damage. Later conversations with Dispatch informed us that the right engine had to be replaced.




Synopsis: A MD-82 First Officer rejected the takeoff at about 90 knots following two right engine compressor stalls and later the crew was told the engine would be replaced.