elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: The First Officer was the Pilot Flying. We were on vectors to Runway 18 Left. The Autopilot was on. When Flaps 20 was selected the Aircraft rolled to the right. The FO (First Officer) verbalized I am disconnecting the Autopilot to see what we have. He then made sure the Rudder trim was centered; The Aileron Trim was centered. Thrust was symmetrical flaps were symmetrical no lites. Yaw dampeners no lites Spoilers were stowed. The only thing was we could not arm the Autobrakes. There was no effect on the amount of Aileron control wheel displacement required to maintain level flight. When Flaps 25 - Then Flaps 30 were selected the roll increased to the right. The control wheel was displaced 4 - 6 units to the left on final approach to landing. The FO had to hand fly the approach. The winds were from the right at about 17 kts. The FO was a very skilled pilot; due to his extensive Air Force background and his commercial experience I had him remain the Pilot Flying. We landed without incident. We taxied to the gate. We were met by Maintenance. We had some rups in the AML for the cabin. The FO Said that we should put this uncommanded roll in the AML in the interest of safety. Maintenance also stated that due to the history with this same issue put it in the AML. I then put the write up in the AML and released the aircraft to Maintenance. Maintenance stated [aircraft] is an old bird but we can fix it. I usually do not submit a [report] for a AML entry but I was contacted by Safety and asked if I was submitting a [report] for Aircraft X. I asked Why? Safety stated that since I wrote up Aircraft Y In ZZZ and in ZZZZ that took the Aircraft out of service for quite some time. [Safety] stated that this write up in the AML for Aircraft X went right up to the Flight Department and that they feel that I am Just writing up aircraft. This is very disheartening to me; I have been a Captain since 1985 with the Airline. In the interest of safety for all concerned this needed to be put in the AML.




Synopsis: Captain reported after writing up an aircraft maintenance log entry for an uncommanded  roll on approach; he was questioned by the company about just writing up aircraft.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
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: Rudder Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: RUD TRIM 1 Failure inflight. Felt several uncommon yaw inputs followed by a right rudder trim input of 3.5 that held the aircraft in a slip at FL340. [Advised ATC] and we diverted from the intended destination to ZZZ for the longer runway.Maintenance kept signing off all the tale tell signs that this was happening. It appears ours was more severe and the only one where the aircraft was held in a yaw.




Synopsis: A321 Captain reported experiencing a rudder trim failure in flight requiring a divert to a suitable airport.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After noticing on the smart load the bags were moved from pit 3 to pit 4; I also noticed the flight was not showing returned to the block. So I called the Operations Agent to verify that the aircraft was returned to block and she confirmed it was not; stating that the Ramp was out in the alley - taxiway - moving the bags. This is in my opinion a safety concern - approaching the aircraft with ground equipment; other than push tractor; outside the gate envelope; is unsafe for a numbers of reasons: engine shut down; wheels chocked; fire extinguishers; traffic; etc.




Synopsis: Air carrier Ground Personnel reported safety concerns regarding location of ground equipment outside gate area.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Other / Unknown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to coast out at FL370 I received a call from the Lead Flight Attendant. She advised that they had a smoky smell in the aft galley. She stated she thought a plastic lid was left in a galley oven. She would keep us advised. Approximately 5 minutes later she called the cockpit and asked to pull the galley oven circuit breakers so they could spray the halon. The Captain asked if there were flames and was told yes. The Relief Pilot was woken and dispatched to the galley. Diversion was planned. Relief Pilot reported dense smoke and the use of 2 halon bottles to suppress the fire. Diversion was executed and safe landing made. Firefighters entered aircraft and determined fire to be extinguished and confined to inside oven. No evacuation performed.


Second narrative: We received notice from the Purser that we had smoke in the rear galley. This situation escalated into a full blown oven fire which necessitated use of the PBA and halon fire extinguisher. A flight attendant put out the fire; but smoke was severe and we had one passenger and two crewmembers suffering from smoke inhalation. We decided to divert to the nearest suitable airport. We received clearance [for our divert]. All pertinent checklists were completed prior to landing and we landed the aircraft 5;800 LBS overweight. We decided it was more important to make a timely landing than waste time dumping fuel. We kept the speed up during descent exceeding 250 KTS below 10;000 FT and received permission from ATC to do so. I would have exercised my Captain's emergency authority to do so anyway. We requested emergency personnel to escort the plane to the gate area and did not need to perform an evacuation. The flight attendants did a very good job of fighting the fire. The two first officers also performed admirably during this incident.


Synopsis: B777 flight crew is informed by the Purser of an oven fire in the aft galley. A great deal of smoke is generated and two halon fire bottles are used to extinguish the flames. Flight diverts to the nearest suitable airport.
Date: 201506
Local time of day: 0601-1200
Location: OFP.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I was approximately 7 miles northwest of OFP flying VFR on a 1200 mode C transponder code direct at 3;000 feet MSL on the extended center line of Runway 16. I was in cruise flight about to descend to the OFP traffic pattern for Runway 16. I was monitoring Potomac Approach on 126.75 but not in contact or receiving traffic advisories from Potomac Approach. The controller was talking to a Boeing 737. The controller called out traffic to the B737 ahead at 3;000 feet. I looked back and there was the B737 at my 5 o'clock position a few hundred feet away at the same altitude. I immediately descended and turned to the left and observed the B737 climbing to the right. I was very surprised that such a large aircraft got so close and that they were at such a low altitude so far out from RIC (over 20NM). I would have thought the controller would have vectored the B737 away from my VFR aircraft much earlier. I called the Approach Control Supervisor and was told that this was common altitude that they use for approaches to Runway 16 at RIC. Fortunately there was no harm but I wanted to advise that vectoring large and fast aircraft in proximity to OFP at or below 3;000 has the potential for serious traffic conflicts.




Synopsis: Cessna 150 pilot reported an NMAC with a B737 being vectored for approach to RIC.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: On the final approach for Runway 35 with complete landing configuration; full flaps down; airspeed at 72 KTS and maintaining runway heading. When I entered the ground effect; I over steered the plane by using too much yoke control to land; instead of letting the air. As a result the plane lost ground effect; did a hard landing entered in a ballooning pattern; inadvertently the plane went off the runway to the left. As the plane glided off the runway I was able to manage it; I immediately switched to flaps up then applied full throttle. In the process of building airspeed over a unstable terrain; (dirt) the nose of plane bounced up and down. Once I was near rotation speed; I pitched up and was able to enter a normal climb and retain full control of the aircraft. I did a go around and safely landed the second time. After doing a walk around of the aircraft the only damage that stood out were the props; one of which was bent about 4 inches at the tip; the other blade was chipped about 4 inches of the tip.




Synopsis: A Student pilot lost control of his Tiger AG-5B during landing practice at a high altitude airport then bounced; exited the runway but was able to go around and return safely to find both propeller blades damaged.
Date: 201602
Local time of day: 0001-0600
Location: MYF.Airport, CA
Light: Night
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch; Climb
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Supervisor / CIC; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X awaiting takeoff. TRACON calls and changes the heading turn left heading 270 to turn right heading 310; which was relayed to me by the Ground Controller; written on the strip and on my pad. Aircraft Y; an aircraft based at this airport (though quite probably not flown by a pilot from this airport) lands; and begins to turn left onto a taxiway which is NOTAMed closed and has been for a couple of months. I issue a right turn onto the crossing runway into our 'bailout' area; and instead of turning right; as I am instructing; he starts a left turn onto the closed portion of a runway  which  is also NOTAMed closed and has been for a couple of months. I have to insistently; and probably not as politely as I should have; tell him to turn right. All of this because I have traffic bearing down on final; but it is not yet imminent. He exits; finally; and we are good. I get Aircraft X onto the runway; LUAW (Line Up And Wait); and clear him for takeoff. On departure; he makes a hard left turn (60 degrees of bank if not more) right into traffic on the downwind. Since I switched him early because I had no conflicts; I have to get on the line to find out what is going on while also issuing a traffic alert to the C172 who is in the way. He finally turns westbound; and I cannot remember if he got the 310 heading; which would have solved everything. Unfortunately; the CIC (Controller In Charge) was also engaged in the issues with Aircraft Y who could not follow directions.Due to the distraction by Aircraft Y; I should have referred back to the strip before launching Aircraft X. I failed to scan my pad and the strip to ensure I issued the heading. Furthermore; I showed a bad example as I am a FLM (Front Line Manager). It is my job to be better than my controllers; and yet I am human.




Synopsis: MYF Local Controller forgot to issue a revised departure heading to a departing aircraft.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot/Static Ice System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: I want to take the opportunity to express my concerns regarding pitot tubes covers and inspection requirements and that is...here at ZZZ we have airplanes that sit on ground for more than XX hours and therefore need pitot inspections before departure as the GPM XX.XX.X states and are accomplished...our concerns rely on the fact that these same airplanes are not scheduled to depart until most of times well beyond a substantial period of time on ground and as mechanics we feel that signing the pitot inspections well before hours (i.e.; 4 hours; 6 hours; 8 hours; etc.) before departure is a safety concern because these same aircrafts are sitting on remote pads of the airport without pitot covers since ZZZ has no covers available or NOT enough!! We cannot have; for safety reasons; mechanics signing pitot inspections when airplanes are not scheduled to depart for another 5 or 6 hours until departure time...what guarantees that bugs or other forms of FOD is not gonna get inside those tubes after having signed for the inspections in the AML Logbook??  We have brought this issue with ZZZ management but they tend to believe that because the GPM XX.XX.X states 'Before Departure;' this 2 word sentence to them means: 'ANY time the Aircraft is linked in [the system]'...which we STRONGLY DISAGREE...since again departure times are well beyond the 6-8 hours before departure.  We as maintenance Mechanics would be in jeopardy of putting our licenses on the line if something was to happen with pitot systems after signing for the inspection and still have aircrafts sitting on ground for another 6-8 hours uncovered.  We strongly recommend the GPM XX.XX.X be revised with specifics regarding Pitot Inspections and sign offs.  I want to thank the many individuals in your department for keeping us informed with updated info on issues that pertain to aircraft maintenance.  We hope that this particular issue gets resolved for the sake of everyone in maintenance and our flying public.These events are recurrent.GPM needs to be specific about their definition of 'Prior to departure.'  We strongly suggest the inspection be performed with aircraft on gate prior to departure (2 hours) and notate it in AML log.




Synopsis: Mechanic reported that after pitot inspections are accomplished prior to departure; aircraft frequently sit on the ground for hours with no pitot tube covers to protect against contaminants.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Equipment / Tooling; Manuals; Company Policy; Procedure
Primary problem: Equipment / Tooling

Narrative: Prior to boarding; the FA (Flight Attendant) notified me that there were 4 infant passengers that would be on our flight. She also stated that there were only 3 infant life vests on board the aircraft. I relayed this information to the Gate Agent and she told me she was aware of the situation and would notify a manager. A few minutes later; a manager came to the aircraft and told me that she would not be able to deny boarding and I told her that I would call Dispatch to see what could be done. The Dispatcher and I read the FA manual pertaining to infants and found a statement that allows additional infants to be carried as long as there is an open seat adjacent to the child without a life vest. This statement caused concern for Dispatch; the FA and I because it seemed out of touch with the safety culture. In the unlikely scenario where we were to ditch the airplane in the water; a person traveling with an infant is expected to evacuate the airplane through an over-wing exit while carrying their infant and 2 seat bottom cushions. We also thought of how difficult it would be for an adult clinging to their cushion in the water while somehow trying to put their infant onto another cushion. We agreed that the information contained in the manuals was not very clear on this subject and decided the safest course of action would be to have Maintenance bring us an extra life vest. We incurred a 10 minute delay. Took safest course of action when the manuals/procedures lacked clear instructions. The information pertaining to this subject is contained in AOM (Aircraft Operating Manual) 2 under the miscellaneous chapter. This was difficult to find and should be copied to the AOM 1 or FOM (Flight Operations Manual) so that it can be accessed easily during a situation such as this. The manual also does not specifically state that a seat bottom cushion should be used as a flotation device for an infant.




Synopsis: EMB-145 Captain reported being notified by the Flight Attendant that the aircraft was short 1 child life vest prior to departure.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Pilot was a solo student pilot. He had a stable approach until round out in the flare. During the flare student pilot drifted to the right of centerline and stayed on the right side until touchdown. After touchdown the student pilot attempted to correct for being right of centerline by applying left rudder; but did so with too much left rudder causing the plane to veer left across the runway and into the grass. Upon entering the grass the props struck the ground. Student pilot then [advised] ATC telling them he went into the grass; and then corrected to get back on the runway and came to a stop.Remedial training on landings; crosswind landings; and rudder control upon transition from landing to taxiing. Propeller blades struck the grass/ground left side of runway and bent the tips of the blades.




Synopsis: C172 flight instructor reported his solo student lost control of the aircraft after landing and departed the runway and damaged the propeller.