elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 1801-2400
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: As I was securing up the aft galley; the smoke detector started to sound. I knocked on the aft lavatory; as there was a passenger using it.  'Are you ok?' I asked.  ' Yes. But what's that sound?' She replied as a big plume of smoke/vapor came toward me when she opened the door.[I pointed out that] smoking on an aircraft is a federal offense. So you really don't want to do that. I checked the waste receptacle and the shelves above it. As well as the toilet bowl; sink; and the little cupboard that holds the toilet paper and Kleenex. All clear. It didn't smell like tobacco.I asked the passenger if it was an e-cigarette; she said yes. I let the CA know what happened so he could handle it on his end. The passenger seemed totally taken aback that smoking wasn't allowed on planes and kept repeating that she didn't know it wasn't allowed. Also wearing the personal; disposable face mask made it hard to smell the smoke/vapor plumage that came out of the bathroom. That's why I asked her if it was an e-cigarette. Since I didn't see any smoking device/paraphernalia.As helpful as the personal face masks are for filtering out bacteria and viruses; it's difficult to make out scents fully. But since it was an exhalation of vapor from an e-cigarette it's not like I want to take off the mask to be able to identify the smell due to COVID concerns. That's why a thorough search for any burning or foreign material was done along with asking what she was using.




Synopsis: Flight Attendant reported that the smoke detector alarm was triggered by a passenger smoking an e-cigarette in a lavatory. Flight Attendant stated that wearing a personal face mask made it hard to smell the smoke/vapor plumage to determine whether the smell was due to an e-cigarette or other burning material.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Company Policy; Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was serving as First Officer when our winglet tip hit a fuel truck mirror that was next to the plane. Background - Prior to starting the engine the Captain and I discussed that this would be an engine start in place before movement as it was a power out gate as well as noting the fuel trucks position as we usually do in DC in similar situations where fuel trucks stay parked next to our aircraft and that coordination with the marshalers will take place. After engine start and the Captain giving clearance that we were ready for directions to the marshalers he looked/cleared left and I looked/cleared right and continued monitoring the right side of the plane making sure clearance with the fuel truck from my angle. As the marshallers signaled the Captain we started moving and after a few moments the Captain got my attention 'asking what's he was doing?' Referring to the lead marshaller as I looked briefly to the monitor the front from my side and saw the lead marshaler was bringing his hands down from an energetic motion and finally bringing his wand signal to an X I said 'stop' and the Captain said that as well. Turning my body back around and bringing my attention back to the back right side of the plane to the best angle I could see while stopping I did not notice we hit anything and it was only after a minute or 2 of being stopped I finally recognized that there was an extended mirror from the fuel truck that was touching the winglet. I also took note that the fuel truck was on and had a driver in it and that the door that was connected to the mirror was open which I do not remember being the case prior to movement so I'm not sure if he was moving the truck or opening the door at that moment. Once recognition the Captain and I discussed and notified correct personnel. Passengers were de-boarded.Potential movement of fuel truck or fueler opening of fuel truck door.  As well as a potential lapse of wing walker observation.




Synopsis: CRJ-200 First Officer reported hitting a fuel truck during pushback.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Company Policy; Weather
Primary problem: Aircraft

Narrative: Aircraft dispatched to ZZZ with inoperative APU. Heavy load factor; slow boarding process; substandard condoned air capabilities; delayed engine start with very high cabin temps contributed to a passenger having seizure climbing through approximately 10;000 ft departing ZZZ. Crew informed ATC; Dispatch and company and immediately returned to ZZZ to be met by paramedics at the gate. Inoperative APU and insufficient conditioned air capability led to uncomfortably and dangerously high cabin temps before engines could be started. Do not allow aircraft to be dispatched to typically (or known) warm weather destinations due to the risk of overheating to our passengers and crew.




Synopsis: A-321 Captain reported a passenger had a seizure during climb due to excessive heat in the cabin from an inoperative APU.
Date: 201211
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Landing
Airspace: Class B SLC
ATC / advisory: Tower SLC
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I was working Local Control West during an arrival bank. I had a small aircraft check in following a large aircraft in front; a B737. I issued caution wake turbulence you're following a B737 X miles ahead Runway 34L cleared to land. I asked him to slow down at some point worried I may not have runway separation. When the small aircraft was about a 3 mile final he asked if he was cleared to land. I issued caution wake turbulence and cleared him to land again the preceding aircraft I believe was off the runway at this point. When the small aircraft was at a safe speed to receive further instruction I told him to turn right at A6 and contact ground 123.77. He responded with 'got beat up pretty bad'. I asked was it turbulence or wind shear? He responded with 'It was turbulence; and it about flipped us'. I don't think I said anything after that. I then reported it to the FLM in charge.




Synopsis: Local Controller described a 'wake turbulence' event when a 'small' aircraft following a 'large' aircraft indicated that the encounter 'almost flipped us'.
Date: 202003
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight on final to Runway 28C. On profile until last 50 ft. The First Officer was flying. At 50 ft. aircraft began to drift up. Captain called dot high on glide slope. At 30 ft. FO (First Officer) began to flare and aircraft started to float. The First Officer left the power in a little too long which caused the aircraft to continue to float. The aircraft was at 10 ft. and at idle power; and the Captain determined that it was safer to land long on a 13;000 ft. runway than to go around from 10 ft. at idle power. Aircraft landed without incident.The event occurred because the Pilot Flying did not recognize the aircraft drifting up in the flare and did not take proper corrective action. The Captain was giving instruction on how to remedy the situation; but the FO was just too far behind the situation to fix the problem.Long landings are insidious by nature. In [XX] years on the Airbus I have never seen an aircraft float like that. The obvious answer having sat and thought about it would be to go around; but when you are flying in real time it's not that clear. We knew we had 13;000 ft. of runway to use.




Synopsis: A-321 Captain reported he allowed the First Officer to land long from an unstable approach.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
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: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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 Diverted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Slow leak in center hydraulic system. Diverted to the nearest suitable airport. [We] landed overweight. [We] followed SOP and checklists; a non-event. Upon landing; leak was isolated to right landing gear. We never lost system pressure; however; hydraulic quantity was nearly depleted when we reached the gate.




Synopsis: An air carrier flight crew diverted to the nearest suitable aiport when their center hydraulic system developed a leak.
Date: 201204
Local time of day: 1201-1800
Location: MSY.Airport, LA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E MSY
ATC / advisory: TRACON MSY
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: On arrival over AWDAD Intersection level at 11;000 with autopilot on; advised of VFR traffic at 10;500 at 1 o'clock position. About 5 seconds later traffic popped up on TCAS as a TA. Aircraft began left turn over AWDAD and then we received a climb RA. I turned off autopilot and began climb while leaving airplane in the turn. Captain reported RA climb. We climbed to about 11;400 and got clear of conflict. I never saw him visually and last I saw on TCAS was traffic -400. We returned to 11;000 and resumed the arrival.




Synopsis: A320 First Officer experiences a TCAS RA at 11;000 FT with VFR traffic 500 FT below. The traffic was reported by ATC and the crew was clear of conflict at 11;400 FT.
Date: 201509
Local time of day: 1201-1800
Location: LAX.Airport, CA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Other / Unknown
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Upon arrival at gate; a Passenger came to the cockpit and reported seeing an aerial drone near the left wing of aircraft on short final to Runway 7R. Neither the Pilot Flying nor I saw anything on short final. A phone call was made to LAX Tower to report the alleged sighting.




Synopsis: A B737 Passenger reported seeing a UAS on short final to LAX Runway 7R. The Pilots did not see the object.
Date: 202103
Local time of day: 1201-1800
Location: L30.TRACON, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E L30
ATC / advisory: TRACON L30
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Other Later off position
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Chart Or Publication; Human Factors
Primary problem: Procedure

Narrative: I was being relieved from the CIC position and opened the X Sector which was combined with the Y and Z Sectors due to volume.  At the time of the incident; Henderson Tower requested a release on Aircraft Y on the SCAMR SID with the RASLR transition.  They advised they could provide visual separation with the inbound IFR which I approved.  At the same time I had a flight overflying HND enroute to VGT and another inbound to HND. Upon departure; I pointed out Aircraft Y to the Y Sector observing Aircraft X on the NIITZ Departure so I could maneuver around inbound and overflight traffic.  I observed Aircraft Y above my existing traffic and what appeared to be safely behind Aircraft X as they were approximately 8 miles and 50 KIAS slower than Aircraft X.  I shipped Aircraft Y to ZLA just prior to them reaching 12;000 MSL.  From replays I observed; the loss appeared to have occurred approximately 15-20 miles down line.We are now approximately 30 days into new Metroplex airspace and this procedure is designed to 'blend in' LAS SIDS.  This particular one causes aircraft to unnecessarily fly into each other.  ZLA also has control of these aircraft by LOA at 15;000 MSL.  A simple turn to the RASLR Fix could have avoided this.  I also mentioned the inefficiencies of the new design to our Metroplex team prior to implementation. .




Synopsis: L30 TRACON Controller reported a loss of separation and cited SID design as a contributing factor.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-30 Twin Comanche
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a training flight; in preparation for a checkride; student applied takeoff power for takeoff. During the takeoff roll; 5 kts below the rotation speed; student lost control of the aircraft; resulting in the aircraft veering off the runway. There were no injuries to personal or damage to the aircraft.




Synopsis: PA30 instructor reported student lost control of the aircraft on takeoff resulting in a runway excursion.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: I was flying touch and goes in a Cessna Skycatcher 162 [on a turf runway]. After making two touch and goes in which the nose wheel never touched the ground I came in flying right traffic and was cleared for the option. On downwind something seemed different about the engine as I reduced power and after being cleared for the option I decided it would be a full stop. On short final flaps were set to full and power was set to idle. All speeds throughout the approach were normal and glide path was normal. Airplane was trimmed for a normal landing with minimal flare (as had been instructed to do by club CFI's). Recall stick slipping forward; unsure if it was just before touchdown or when mains touched down on the grass. Nose-wheel dug into the ground and heard it snap backwards. Held nose up as long as possible and then it settled down into the turf. Engine was still running as nose contacted the ground. I turned off the master and the fuel immediately and stepped out of the airplane. Walked back to the club office in the hangars and called the Tower on the landline. Stated I would walk out to meet with responders and be in contact with them later. Having a way for the Tower to communicate to pilots the actual state of the grass runway (how soft it is) could have helped to prevent this from occurring.




Synopsis: C162 pilot landing on a turf runway; makes two touch and go's during which the nose wheel never touches down. On the third landing (planned full stop) the aircraft nose pitches down on landing and the tire digs into the turf causing nose gear failure.
Date: 202101
Local time of day: 0601-1200
Location: ZZZZ.TRACON, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Bleeds off TO. After starting engines; I turned off APU switch - IAW Normal after start flow. I should have left APU switch on IAW OM XXX.6 (Bleeds off/APU on TO). We did; however; carefully configure bleeds/packs IAW OM XXX.6. We did not subsequently catch that APU switch was off before takeoff. After departure; First Officer reconfigured bleeds/packs IAW with XXX.6 and continued normal flight to ZZZ.This was the 4th line trip I've flown at airline since April 2020. A lack of recency flying into ZZZZ1 and a reliance on the muscle memory/normal after start flows contributed to my error in turning the APU off prematurely. Both the First Officer and I were very aware of the bleeds/packs configuration as we had previously emphasized this TO briefing item at the gate prior to departure. Ultimately; by accurately following the pre-briefed OM 120.6 to reintroduce bleeds/packs after TO we trapped my error and the threat was mitigated.We received ACARS msg and SELCAL warning bleeds/packs off on climbout as First Officer was restoring the bleeds/packs per OM XXX.6. The SELCAL was a helpful reminder/backup to the crew.




Synopsis: Air carrier Captain reported a lack of recency flying and a reliance on the muscle memory/normal after start flows contributed to an error in turning the APU off prematurely.
Date: 201902
Location: SFO.Airport, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxiway F in SFO to Runways 28L and 28R; particularly where F crosses Runways 1L and 1R; has undesirable dips and uneven pavement. Pilots unfamiliar with SFO and taxiing within acceptable taxi speeds might endure such abrupt vertical drops and rises that standing flight attendants suffer injury. This pavement is a hazard. It either needs to be fixed; notated on the airport information pages; or identified by taxiway signage noting significant dips ahead.




Synopsis: B737 Captain reported Taxiway F at SFO airport has dips and uneven pavement. The Captain is concerned about standing Flight Attendant's safety.