elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Balloon
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Distraction; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: When I got in and relieved the mid-shift I noticed 3 high altitude codes in and close to my airspace that nobody new about.  The codes had various altitudes associated with the targets all ranging between 520 and 590 [FL520-590].  We assumed they were bad radar targets but the SOC said they weren't.  When the MOS got in; we confirmed that the codes were; in fact; high altitude balloons.  They claim the area knew about it from the night before; but nobody could find paperwork in the area.  They said they would bring down the paperwork but never did.  I think this is a dangerous situation especially with the number of high-altitude Global Hawks that we have flying around in the same airspace.  Over the next hour or so I observed the balloons float into ZDV and ZLC airspace and called both of those other sectors to tell them about the codes.  Neither ZDV nor ZLC knew about the balloons before my call either.The areas must be kept informed of balloon activity especially due to the fact that we frequently have high-altitude Global Hawk aircraft in the airspace.




Synopsis: ZLA Controller reports of high altitude balloons in which the sectors didn't have any information on. Traffic Management Unit said they knew about them the night before and should have paperwork in the area.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Human-Machine Interface; Confusion; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew; Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On takeoff roll. Captain called out 'rotate'. I began to rotate and noticed airplane didn't feel ready to fly; so I slowed the rotation rate until I felt the main gear liftoff. I then resumed to rotate to target pitch attitude. At that point I noticed the airspeed was right around V2. Climbed out of terminal area and then reviewed takeoff data. We determined the Captain's airspeed bugs were set lower than the performance data called for. I concluded that was why the rotation felt mushy. Upon arrival; a walk around revealed a scrape on the tailskid. No other damage found by mechanic. Believe the event was caused by Pilot Monitoring (PM) setting wrong Vr speed bug; Pilot Flying failed to catch that error and had already transitioned visual scan to outside the aircraft and failed to verify speed when PM made rotate call. Flaps 5 takeoff; reduced thrust made tail clearance minimal to begin with and margin for error was small. I feel proper adherence to standard rotation rate helped identify an irregular condition and subsequent action of slowing rotation rate prevented any damage from occurring.


Second narrative: Paint scape on tail skid noticed on through flight inspection. Slightly early rotation on takeoff may have been a factor. Rotation rate was not excessive and no unusual attitudes noted on takeoff or landing. No cockpit indications of tail strike occurred. Maintenance inspection revealed no damage to tail skid other than paint scrape. Aircraft returned to service. Being even more vigilant on flaps 5 reduced thrust takeoff rotation speeds and rate may prevent this in the future.


Synopsis: A B767 flight crew reported that the tail skid contacted the runway on takeoff because a Vr speed lower than the performance data specified was entered in the FMC.
Date: 202106
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Attendant
When detected: Pre-flight; Routine Inspection; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: The crew waited on the jet-bridge during the plane cleaning and electrostatic spraying process. The crews aren't being allowed even 30 seconds after spraying completion to wait boarding the airplane. As we board the plane there is still the overwhelming smell of chemicals in the cabin. It would be helpful if policies were put into place that allows time for the smell of the chemical to dissipate before we have to board the plane.




Synopsis: Air Carrier Flight Attendant reported electrostatic cleaning fumes linger during boarding of the aircraft.
Date: 201201
Local time of day: 0001-0600
Location: RJAA.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower RJAA
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On six to eight mile final in VFR conditions for Runway 34L at Tokyo Narita an EICAS FLAPS PRIMARY FLAPS appeared. This occurred when flaps 20 was selected for reducing to target speed in compliance with the 10 DME 160 KTS speed to 4.8 DME then reduce to target speed restriction. The aircraft at the time was at 160 KTS and landing gear was down. The flaps fully extended to flaps 20 and the airplane was fully stabilized. I was the pilot flying and was hand flying at the time. The Captain and other First Officer worked the problem and we jointly determined it was prudent; desirable; and safe to continue to land rather than go-around since we were fully stabilized and there were no other issues to address with Maintenance or Dispatch. Landing conditions were ideal and 34L is very long runway. Since we were at flaps 20 the VREF was changed to 20 REF and we added 5 KTS to the target speed and reduced to that speed (auto-throttles were on). The 500 FT call was made and we verified flaps 20. We did however forget to select the GPWS for Flap Override Switch and we did receive the aural warning. It was quickly selected and we landed without incident.After landing we contacted Dispatch on SATCOM to advise him of the incident. I agree with the Captain and our crew decision to continue the approach as we were ahead of the airplane and fully stabilized. If there was any doubt in our minds there would have been no hesitation to go-around especially when IMC; behind the airplane; on a shorter runway; or at an unfamiliar airport. In retrospect I could have briefly reengaged the autopilot and perhaps caught the flap override switch omission; but that too could have been only for a brief time before having to disengage it for the landing. Exercising Captain's emergency authority was addressed but it we felt that this not rise to that standard nor was it necessary.


Second narrative: [Narrative 2 has no additional information]


Synopsis: An air carrier First Officer and Relief Pilot reported that they experienced an EICAS FLAPS PRIMARY message on final approach to RJAA. They decided since they were stabilized and familiar with the airport and the long runway they were okay to continue with the landing.
Date: 201910
Local time of day: 1801-2400
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center LTAA
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: GPS jamming: GPS position unavailable and ADS-B OUT L. Cause: GPS jamming.




Synopsis: Air Carrier Captain reported GPS position unavailable and ADS-B OUT L. Possible GPS jamming.
Date: 201207
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; 5
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B ATL
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Ambiguous

Narrative: After briefing and NOTAM report; personal flight to GKT. En route; weather was clear until reaching east of ATL; a line of convection moving east/northeast. NEXRAD showed storm dissipating to the west. Made the decision to fly west under ATL Class B west outer shelf. Upon heading north east along edge of weather under ATL Class B; started encountering terrain (mountains). Turned north in order to maintain VMC and climbed to 4;500 FT. Storm clouds still to the east and clouds to north; opening to the northwest; so we turned left to go to the clearing and upon doing so we entered the 3;500 to 12;500 FT shelf by 00GA and Yellow River without clearance. Aircraft radio reception marginal. New antenna going on this week; so communications will be greatly improved. Lessons learned: weather avoidance next to Class B is a bad combination; especially with marginal communication. Land and wait it out.




Synopsis: Experimental aircraft pilot reports inadvertently entering ATL Class B airspace while attempting to avoid both the airspace; weather; and rising terrain on the east side.
Date: 202010
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: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We swapped airplanes; and during cabin prep for pre-departure I noticed that the R1 door was still armed. I never touched it prior except to pre-flight the slide gage. I immediately dis-armed the door. I turned off the music; and the L1 door had just been closed. We were waiting for them to move the jetway back. As soon as they did that I made the PA to arm doors; cross check and stand by for call. I armed L1 and re-armed R1. I called my FA partner and told her forward doors armed and cross checked. She said aft doors armed and cross checked. I told the Captain cabin secure. After the safety demo I told the FA that the R1 was armed when we got on the plane but didn't notice it until I turned off the music. She said she had seen that before. It made me nervous as to why the last crew did not disarm it. I told the Captain on taxi out that it was armed; I disarmed it and rearmed it when we were supposed to arm it. I asked if there could be a reason why it was never disarmed? The Captain said he would call me during cruise to discuss it. My FA partner lectured me because it was not important to tell the Captain and that it was not a live door. I told her I had been on leave for 7 months; and just wanted to verify that it was OK. The Captain called during cruise. We discussed the door. I told him I noticed it was armed still and had never previously touched it. So it must have never been disarmed from the last crew. I disarmed it; and then rearmed it. He said does it look normal to you? I said yes. He said the door should be fine. He didn't have any other indications of an abnormal condition. He even came out for a lavatory break and I showed him. He said it was fine and to not worry. We landed; and parked; I disarmed R1; and all was fine with the door. The Captain appreciated that I was concerned and informed him. He said it was good to verify.Make sure that crews follow dis-arming procedure. Stop distractions. Make it a pre-flight item to make sure it was disarmed.




Synopsis: Air Carrier Flight Attendant reported being uncertain of door arming/disarming procedures after being off for several months.
Date: 201605
Local time of day: 1801-2400
Location: BKL.Airport, OH
Flight conditions: VMC
Light: Dusk
Aircraft: RV-12
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D BKL
ATC / advisory: Tower BKL
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Called and briefed by FSS just prior to departure. Flew for fun to BKL. Beautiful evening. Traffic advisories from CLE Approach. Advised Approach we planned a touch and go at BKL. Contacted BKL TWR and we were advised that we couldn't do a touch and go due to TFR. Additionally we were not allowed 'training flights' due to TFR. WE WEREN'T A TRAINING FLIGHT! Worked it out to full stop and depart. Tower said they were not getting their TFR into the system with FSS and we weren't the first. I specifically asked FSS about TFRs and NOTAMs for BKL. Somewhat confused!




Synopsis: RV-12 pilot reported considerable confusion regarding a TFR during a pleasure flight to BKL.
Date: 202007
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuselage Skin
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft X arrived to the gate with FAA-required marking outside of [the] FO (First Officer) window stenciled with white color - this is wrong. The word should be stenciled red on [a] white background. See Log XXXXXXX for details.




Synopsis: Technician reported incorrect external markings on numerous aircraft in violation of FAR's.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Icing; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft; Weather; Procedure
Primary problem: Procedure

Narrative: This was an IFR flight; takeoff and climb was normal and the original altitude request of 4;000 FT was amended to 6;000 FT by the pilot in order to get on top of the cloud layer at 4;000 FT. No visible ice was observed during the climb out.Upon reaching 6;000 FT MSL; oil started to flow freely onto the wind screen. Under the control of TRACON an emergency was declared and assistance requested. TRACON responded by providing a new transponder code and vectors to the nearest airport. As oil pressure was decreasing rapidly; power was reduced and an emergency descent started. Because oil covered the windscreen; visibility was greatly reduced and the descent was made on instruments. TRACON continued to provide vectors to the airport until radar and voice contact was lost at about 2;300 FT MSL. Airport was identified and landing was made. Upon inspection of the aircraft; it was determined that the crankcase breather tube was blocked by ice. This caused the crankcase to be pressurized and oil was forced out through the crankcase/prop seal. The aircraft lost 5 quarts of its 8 quart capacity. Contributing factors could have been that the aircraft was placed on heat 48 hours prior to take off; creating an excessive amount of moisture within engine crankcase and within engine compartment. Ambient air temperature was below 0 degrees F. Air intake winterization kit was not installed. Engine was not generating enough heat to dissipate moisture. Moisture picked up from climb through clouds.




Synopsis: PA-28 pilot experiences loss of engine oil and pressure; an emergency is declared followed by an uneventful landing.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Utility / Infrastructure
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I] called for a departure from present position departure to the east. Traffic responded on a 7 mile final for Runway XX. I started a takeoff on a 090 heading. At about 200 feet AGL the flight nurse started to say plane; and right then I saw the airplane taking off from Runway YY. I made a rapid right turn to avoid the airplane who had made no radio calls at all up to this point or after the incident. I confirmed this with the FBO and fellow pilots; and made sure that everyone heard my radio call.




Synopsis: AS350 pilot reported an NMAC departing an airport.