elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Training a student and while doing traffic pattern work the engine lost power due to the right tank running out of gas.  I told Tower that we had lost engine and then performed the restart procedure.  I was able to get power restored and reported to Tower that engine was running fine.Here is a recount of the chain of events.  I had flown with one of my other students in the evening (1 hour) and had ask the FBO to refuel plane the next morning due to the early closure due to COVID-19.  Upon returning the next morning to fly with another student that had about XX hours of instruction; I had student go out to plane and start the preflight. Student did the preflight and I came up when student was around on the left side of the plane and finished up the preflight with student.  I did not; however go back and check the right tank to make sure it was to the tabs.  We got in and started the engine and taxied out to the runway during the run up and engine check all the gauges seemed to indicate the normal amount settings including the fuel tanks.  We had flown about 1.2 hours when the incident happened and I immediately looked at the fuel tanks and noticed it was indicating empty.In assuming that the FBO had fueled the plane and that the student had performed a good preflight was my downfall; even though this had a good outcome it has opened my eyes to be vigilant in checking and making sure for myself that the preflight is done properly.  I will always do the preflight myself; even after my student has completed their check.




Synopsis: Instructor pilot reported not checking the fuel status before departure resulting in a temporary loss of power due to fuel starvation in one of the tanks.
Date: 201603
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: During descent we were advised of reported moderate turbulence below 20;000. As we already had seat belt sign on and airspeed of 270 for light turbulence on descent and being vectored for approach; first officer started slowing toward 250 and I informed flight attendants to take their seats. Continued descent from 27;000 to assigned altitude of 16;000 and at about 20;000 encountered moderate turbulence for about 2-3 minutes. At 4;000 feet and on final first flight attendant called cockpit to inform us that a crewmember in aft galley had not gotten to his seat and fell hurting his ankle and requested we call for paramedics.Paramedics met the aircraft and decided to take the injured flight attendant to hospital for X-rays. As of this report I do not know if he had a sprain; ligament tear or hair line fracture to his left ankle. He stated that he went up and came down on ankle in turbulence. He has to stay at the layover for 10 days until released back to duty. Weather was VMC and no aircraft in front of us and we had just passed a mountain range.


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


Synopsis: A flight encountered moderate turbulence during descent. One flight attendant was injured.
Date: 202202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Situational Awareness
Anomaly: Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Taxi in parking
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Heavy snow on arrival; landing and taxi in okay. Gate area was partially plowed; however when given stop signal by line person the aircraft continued moving. Both pilots applied full braking and parking brake was set to no avail. Cycled reverse thrust several times to stop aircraft. Managed to stop before hitting any ground gear. Airport was completely covered in snow; weather was low Runway Visual Range around 2500-3000ft. All surfaces very slick. We were moving very slowly and deliberately; obviously the ramp area was much slicker than I anticipated. Should have tried stopping before the signal.




Synopsis: Air Carrier pilot reported braking did not stop their aircraft while parking at a snow covered gate so they applied reverse thrust to stop the aircraft.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Fractional
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 Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a ferry flight of aircraft due to #2 VHF radio failure; upon being vectored on a heading of 120 degrees to intercept the ILS at ZZZ we loss radio contact due to failure of #1 VHF radio. We maintained our assigned heading and altitude until ILS intercept and set the transponder to 7600. At 400 FT AGL we were able to contact the Tower briefly and received a landing clearance. Upon exiting the runway we attempted to contact Tower and Ground without success. We observed light gun Tower signals to cross the intersecting runway and to taxi to the ramp. The Captain contacted the Tower by phone to follow up. As we discovered upon and talking to the Tower by phone after landing; they  could hear us the entire time.




Synopsis: The pilots of a Challenger 300 experienced the apparent loss of the second VHF radio during a maintenance ferry flight for one radio failure. After landing the flight crew was advised that the Tower was receiving their transmissions; but they could not hear the Tower.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; 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
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Aircraft X was an [inbound for the] arrival. The aircraft entered our airspace from sector 89 but was a point out from 90 to sector 89. Sector 90 was the Sector that talked to the aircraft prior to entry into our sector. Ten miles north of ZZZ VOR; Aircraft X was still on Sector 90's frequency; reported severe turbulence in level flight at FL350. The Pilot communicated to Sector 46 that there were possible injuries to both the passengers and the crew and was waiting to hear word from the cabin if there were any injuries onboard. The radar controller gave Aircraft X direct to ZZZ airport and a descent to 13;000 feet. The Supervisor was notified. I coordinated with [the TRACON] to pass along what the pilot had told us and that he was direct to ZZZ airport. There were areas of moderate to extreme precipitation spanning the entire western portion of sector 46 and most of the northern portion during the event.




Synopsis: Center Controller reported a CRJ encountered severe turbulence with possible injuries.
Date: 201905
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Ground Event / Encounter Vehicle; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxi in on B attempted to make a left turn onto C[X] and LAX vehicle; a pickup pulled in front of aircraft causing me to slam on the brakes. Vehicle subsequently had to back up to clear the taxiway. My taxi light was on and I was abeam the vehicle and starting my left turn when they pulled out in front of us.




Synopsis: Air carrier Captain reported a conflict with an airport truck while taxiing.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Clear; 9
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was on an evening flight with a co-worker and on my way back to ZZZ; where I live and my plane is kept; I called out on CTAF at 4 miles and again at 2 miles; that I was inbound for that airport. No other aircraft responded nor was there any calls of any activity at that airport.All of a sudden in front of me at no more than a quarter mile was the blue and gray ultralight/light sport aircraft that has been flying out of a neighbor's property on ZZZ. He was at about 1250-1300 ft. flying directly east after take off. Then a transmission came over frequency 'Don't worry Aircraft X; I will get out of your way'. I turned right to be sure not to hit him as he went off to my left and up. He had no navigation lights on; but being right in front of my vision; I had no trouble seeing him as it was still sunny and clear out.At this point I was on right downwind. My partner on the ground radioed that 'The crazy idiot with the little plane is up so be sure to look out for him'. Too late; we'd already had too close of an encounter. I landed my plane safely and saw that plane land too. I intend to go talk to him about his unsafe practices that I have been witnessing in addition to this event. He is a danger to himself and others. He takes off in winds too strong for his craft and weather that I wouldn't even dare fly in. A neighboring pilot watched him disappear into clouds not far above the airport just a few weeks ago. He is a disaster that will happen. He has purchased a aircraft and is getting it ready to fly. That will be a major disaster for certain. I do not even know if this fellow; even has a license of any sort.I lost my father in a mid-air collision because someone was flying inappropriately at an airport and without their radio on. Dad must have been looking out for me last night.




Synopsis: Pilot reported a NMAC on final to home airport with someone in an ultralight/sport aircraft that has been a nuisance around the area.
Date: 202008
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Taxi; Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flight Attendant (FA) A did not follow proper procedure arming his door and also when we arrived at the gate to have the agent open the door. He also continuously pulls his face mask away from his face when speaking and has trouble keeping it over his nose. Not sure how we can expect customers to comply with the face mask policy when the purser cannot comply.Arming the door: he started by putting the girt bar in the brackets; not putting the red streamer over the window.  When we arrived at the gate: he disarmed the door and soon after he cracked the door; before the jet bridge was even pulled up to the plane! Then when the gate agent was not opening the door FA A became frustrated. The gate agent was very confused and I could tell he wanted to address the issue but chose not to. Someone needs to go over door procedures and proper face mask wearing with FA A.




Synopsis: Air Carrier Flight Attendant reported that a Flight Attendant did not use correct procedures arming and disarming the aircraft door. In addition; the Flight Attendant did not follow face mask policy.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post-flight termination
Result: General None Reported / Taken
Contributing factors: Human Factors; MEL; Procedure
Primary problem: Human Factors

Narrative: [Report narrative contained no additional information.]


Second narrative: After submitting a write up; company requested Captain to contact maintenance. To avoid a call to contract maintenance; Captain was given verbal instructions over the phone to complete an MEL procedure. Verbal instructions were to pull circuit breakers and apply M-74C and M-74B stickers to the appropriate areas on the aircraft. At no time was the Captain instructed to collar the circuit breakers. 1.5 hours later; Captain remembered the circuit breakers were never pushed in again or collared under the direction of Maintenance Control. Upon referencing the MEL; the Captain found the circuit breakers were supposed to be pulled and collared. Captain contacted maintenance to advise the oversight. Attempts were also made to advise the next crew taking the aircraft in the morning to ensure the collars were in place prior to flight. [Causes include] Maintenance Control not advising of the complete MEL procedure. Not using contract maintenance to complete a maintenance procedure. Contributing factor was having a Captain complete an MEL procedure under direction of Maintenance Control. Because Captain terminated the aircraft; and there were no further flights for the night; no reference to MEL manual was made. Only guidance Captain used was through Maintenance Control. Captain should read through the MEL manual even when under Maintenance Control and terminating an aircraft that will not fly until the next day. Do not rely on Maintenance Control to provide all the details to an MEL procedure. Allow contract maintenance to complete a deferral to ensure to it [is] completed correctly.


Synopsis: CRJ-700 Captain reported deviation from MEL deferral procedure as guided by company maintenance.
Date: 201507
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: At cruise passing TRM we had a discontinuity in [the] FMC routing which resulted in a slight course deviation. ATC issued a turn due to possibly nearing a restricted area. Shortly after ATC cleared us direct NWN.Be aware of distractions by gate personnel during prefight route check. Better crew monitoring and crew coordination in the future.




Synopsis: A B737 flight crew reported a route discontinuity due to improper preflight checks. ATC detected the track deviation and issued new clearance.
Date: 201402
Local time of day: 0601-1200
Location: 3T5.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E 3T5
ATC / advisory: CTAF 3T5
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were in the traffic pattern at 1;300 FT on downwind for Runway 16. At midfield I noticed an aircraft crossing in front of us approximately 50-100 FT above me and 300 FT ahead of my aircraft heading approximately due west across midfield at the time of event.The aircraft was a Cessna single engine high wing retractable; possibly a C210 or C177. I did not see a tail number. I would estimate the aircraft was traveling at approximately 150 KTS.We were working on UNICOM frequency; making normal announcements in the traffic pattern. We did not hear any other aircraft on UNICOM. We confirmed the radio to be working properly when another aircraft announced their intentions for landing a short time later.Aircraft did not appear to notice our aircraft in close proximity and did not appear to take any evasive action.




Synopsis: An Aeronca pilot in the pattern at a non-towered airport suffered an NMAC with a Cessna apparently crossing over the airport at cruise. The reporter heard no associated CTAF reports.
Date: 201601
Local time of day: 0001-0600
Location: CZQX.ARTCC, NF
Flight conditions: IMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I was recently dispatched from [a West Coast airport] on a northern random route to Paris. The B767 was fueled with Jet A; which has a minimum temperature limit of -37 degrees C. The coldest enroute fuel temperature from the flight plan remarks the dispatcher gave us was -38 degrees C; lower than our limit. This essentially required us to ignore the speeds and altitudes we were forecast to fly in order to keep our fuel temperature above the limit. The SAT at 64N on our route of flight actually reached -70 degrees C; pretty darn cold. If [we are] going to fly these northern latitudes in this aircraft; it needs to provide the aircrews with some minimum polar training; equip the aircraft with a polar suit in the event of a diversion (how will the first officer do a walk around in minus 26 degrees; which was the temperature at one of our diversion alternates; CYYQ?); and provide aircrews with the minimum fuel freeze point for the fuel loaded. The operation as currently conducted is not entirely safe.




Synopsis: International Air Carrier B767 Captain reported he was concerned about the safety of his airline's operations in the far Northern routes to Europe.