elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After leveling in cruise Hydraulic System 1 Overheat was presented on the EICAS. We ran the QRH and we were supposed to cycle the system once every 15 minutes for 1 minute until we landed with the system on. We declared an emergency. The second time we tried to pressurize and cycle the system it would not pressurize. We then ran the Hydraulic system 1 Failure Checklist and confirmed with Maintenance Control that we had a Hydraulic System 1 failure. We made the decision with Dispatch and Maintenance to continue the flight to destination. We went as far as to run a practice Gear Extension Checklist in cruise since neither of us had done this procedure making sure we both understood how it would occur when preparing to land. Nothing could be done to prevent the mechanical failure but I feel the techniques and skills we have developed though training helped ensure a positive outcome.




Synopsis: EMB145 First Officer experiences a hydraulic system 1 overheat after leveling at cruise altitude. QRH procedures require the pump to be turned off and cycled on for one minute every 15 minutes. On the second cycle the system will not pressurize and QRH procedures for a failed hydraulic system 1 are complied with. Flight continues to destination.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student was on his solo cross country flight from ZZZ; ZZZ1; ZZZ. Upon returning to ZZZ; student experienced a gust on crosswind after touchdown; his wing lifted and airplane ran off the runway into the grass. ZZZ ATC checked in with my student and asked if he was OK or any damage. Student reported OK and no known damage. Received instructions to taxi back to FBO and was able to do so under own power. I called the airport Tower to check in after (as I was on another flight in the general area) and also debriefed and filed report with student. Student was understandably a little shaken up; but is OK.




Synopsis: C172 flight instructor reported his student experienced a runway excursion during a solo flight.
Date: 201603
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Three separate events of vehicles ignoring our aircraft movement caused me to have to abruptly stop our attempt to begin taxiing. Our flight attendants were almost knocked off their feet during our stops.  One catering truck would have collided with our wing. One mechanic towing an O2 cart would have hit the right engine; and a tug baggage cart came dangerously close [to] the operating right engine.




Synopsis: A B757 Captain reported three separate occasions of having to stop during taxi out at ORD; to avoid vehicles that failed to yield to his aircraft.
Date: 201906
Local time of day: 1801-2400
Location: GPM.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZFW
ATC / advisory: Tower GPM
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: I was doing a training flight with my student in the south training area of GPM. This is where we normally go to conduct VFR training flights while at 3;500 [feet] 25 SSW of GPM; over Lake Alvarado; East Side of I-35. We were doing steep turns when I saw a drone almost a size of a computer (Red and White in Color); pass underneath us about 200 ft. low; half a mile of horizontal separation. Since we were already in a steep turn; we didn't have to take any evasive action; but that was definitely a bit alarming. The aircraft is equipped with ADS-B in/out and also I was flying with a potable ADS-B; we didn't receive any transponder signal from the drone.  The drone was on a north heading; and if it had continued that way (which I didn't see after the completion of my steep turn) he would have probably ended up in DFW Class B in another 10 miles or so at that altitude. We call GPM Tower; and reported the incident. Upon landing at GPM; GPM Tower further asked more about the incident and the report is being filed.




Synopsis: CFI reported encountering a drone at 3;500 feet altitude while conducting a training flight.
Date: 202202
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I worked four flights on aircraft X on Date as the A flight attendant. Shortly after take off; both C and I noticed there was a very loud noise coming from the left side front entry door next to my right ear sitting at the jump seat. Once we reached 10;000 feet; I asked C to request assistance from one of our deadheading captains to access if the door seal is intact. That deadheading Captain heard the noise and access the door seal to be safe. I called flight deck and inform our Captain of the situation and he said the door look safe from their indicators too and would call for maintenance to meet us in ZZZ.Once we landed in ZZZ; the Captain showed me a piece of metal that maintenance confirmed belongs on the outside of the door hinge area. Maintenance told us he couldn't do the repair and it must wait until end of day at ZZZ1. That noise got louder with each flight and by the third flight; I was unable to hear the accent 10;000 foot chime and was able to make the PA only because I visually saw the light. I warned B of this so when both C and I couldn't hear the 10;000 foot chime on the fourth flight; B made the PA from the back for us. B and C used their apple watches and were able to record the noise level at up to 107 decibels during cruise. I have pictures of this. Half way through the work day I developed a severe headache and by the end of the day my hearing; especially my right; feels compromised like it has a cotton ball in it. I have learned from crew working on that same aircraft today that the noise problem is still there today.




Synopsis: Flight attendant reported excessive noise from a main cabin door in flight. The measure decibel level was or 107Db and was causing pain to the Flight Attendant.
Date: 201210
Local time of day: 1201-1800
Location: IAD.Airport, DC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: Tower IAD
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: SLAT Fail on selection of Flaps 1; ran QRH; and landed without slats and flaps.




Synopsis: EMB170 Captain experiences a Slat Fail during approach and lands without slats or flaps.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ1
Second aircraft: Commercial Fixed Wing
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had just taken over as [Sector] Controller 2 minutes prior to this event. Aircraft X was talking to ZZZ Approach on the ZZZZZ arrival. The previous [Sector] Controller had coordinated this aircraft stopped at 14;000 due to another emergency aircraft he had worked earlier. ZZZZZ aircraft; by procedure are already issued an OPD (Optimal Profile Descent) except maintain 14;000. Aircraft Y was descending via the ZZZZZ1 arrival. The aircraft neared the ZZZ approach boundary and I had to call Approach for a hand off. The Controller asked if Aircraft Y was descending OPD  to which I replied yes and asked if the aircraft was radar contact. She replied no because the aircraft was not separated from Aircraft X. These aircraft are procedurally separated. I was forced to turn Aircraft Y but as I issued the turn away from approach; the Controller accepted the hand off. As a result of this I violated ZZZ approaches airspace without a hand off. I expedited Aircraft Y to 11;000 and shipped the aircraft to ZZZ Approach. The CIC spoke to the ZZZ Approach Supervisor who stated the Controller was new to the procedures. I don't believe this alleviates the need to know basic procedures of separation before plugging in and controlling traffic. The ZZZ Controller created an unsafe situation for no reason by forcing me to turn out Aircraft Y.The procedures work fine as long as the Controller knows how to use them.




Synopsis: Center Controller reported an airspace deviation associated with a procedure that the receiving Controller may not have been understood.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuselage Skin
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Passing 12;000' after Takeoff was struck by 2 small and then one very large lightning strikes/static discharges.  All appeared to emanate from the radome; up and forward. Very loud and could be felt strongly through the airframe. Captain RA and altimeter fluctuated greatly for several seconds. Then returned to normal. Due the intensity of the strike off of the nose; the structural integrity of the radome and other 'plastic' aircraft parts was of concern; as well as the integrity of the radar and flight instruments.[We] diverted; as I was not going to return back to [departure airport] due the requirement to fly into marginal weather with potentially damaged flight instruments. Landed normally and made maintenance log entry. Numerous damaged areas on airframe and plane was ferried and is still there being repaired. Weather was light to moderate rain and no more than yellow returns on the radar. Light chop.....Note; we waited for 2 hours for weather to clear before taking off and ATC as well indicated the area looked ok to fly through. I was informed [another aircraft]; had a lightning strike several minutes before us in the same area.




Synopsis: The Captain of a Boeing 737 reported that during climb they encountered several lightning strikes and diverted.
Date: 201305
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: Captain called Dispatch after receiving the Sabre flight plan. On his flight plan it shows on page one that M1 CLEARS TERRAIN. However; on page five of the same flight plan it shows M1 DOES NOT CLEAR TERRAIN; and continues to show one engine out procedures to reverse course back to the departure airport. On Dispatch side; Sabre and Dispatch View both show method one clears terrain. I pulled up the flight to look at Captain's flight plan and verified it contradicted itself on page one and five and that it contained differing information than the Dispatcher's version of the flight plan. We concluded that M1 did clear terrain and were ok to depart without a new flight plan.




Synopsis: Another Dispatcher report describing deficiencies in their new and improved dispatch computer programs.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON 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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Time Pressure
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: As the flying pilot departing on the [Departure] out of ZZZ Airport I exceeded the crossing altitude at the ZZZZZ waypoint by 200 feet. The crossing restriction is to cross ZZZZZ below 6000 feet MSL. I crossed it at 6200 feet and as I was leveling off and returning to 6000 feet ATC gave us a climb to 14000 feet. Neither ATC or the crew mentioned the altitude deviation.I departed runway XXR in LNAV/VNAV. I followed the SID laterally with the autopilot off and prior to ZZZZZ the airspeed bug accelerated to the Econ climb speed of plus 300 knots. The command bars did not command me to level off at 6000 feet as I approached ZZZZZ. The pitch bar rose to the top of the attitude indicator. At this point the Captain opened my airspeed window via airspeed intervention and dialed my speed back to 250 knots. Prior to departure I programmed the FMC at the gate for (a different departure) with an L3 climb. Looking back on what could have gone wrong I think I may have entered this data incorrectly. I entered 1599 feet at L3 with the proper clean maneuvering speed for our weight; but I may have not entered the L2 data correctly. 250 knots to 10000 feet. This would explain why the VNAV accelerated to Econ climb speed passing 800 feet AGL. If this is true then I think the reason it happened is because I was rushing to get everything done prior to pushback. I was trying to do it all so all the Captain had to do was double check my work. This is not good CRM on my part and I must stop it.




Synopsis: B737 First Officer reported overshooting altitude and climb speed on departure due to FMC programming mistakes.
Date: 201411
Local time of day: 1201-1800
Location: EQY.Airport, NC
Flight conditions: VMC
Weather elements / visibility: CAVU; 50
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF EQY
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Time Pressure
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 pulled out for takeoff in front of a solo student on Final in another 172. I was conducting a first flight introductory ride in a Cessna 172.  After joining two other 172s in the pattern and landing; my student asked 'Can we take off again?  I want to do it!'  I checked my watch; aware I had another lesson soon. Time permitted one quick trip around the patch so we taxied back to the runway. Our airport has a 1500 ft. displaced threshold; so we can't see traffic on base when at the end of the threshold: a C172 will typically turn Final just inside the end of the Threshold. As we reached the hold line another company 172 was just climbing out from a Touch and Go; and I heard the competition's 172 call Base. I had been sharing the sky all day with that airplane and my counterpart; a solid airman and good friend. I queried '... do we have room to skoot out in front of you?'  I knew [my friend] would be able to handle such a request like the gentleman he is.  I heard a response I understood to be in the affirmative; but my student spoke up over him. I announced and rolled.  Immediately after liftoff I saw the shadow of [an aircraft] just to my right; and heard the pilot announce a go-around. As I followed him up the Departure Leg I apologized. We landed behind him; and immediately upon parking I went over apologize again. Discovered [my friend] was in the office; that was his student pilot; flying solo; whom I had cut off. I knew the spacing was tight; my schedule was tight; and I knew [my friend] could handle it.  I did NOT know [my friend] had already left the airplane. My actions would've been considerably different had I known that was a student pilot solo.




Synopsis: Due to time pressure and a communication error; an experienced flight instructor entered the active runway and took off while a soloing student pilot was on final approach.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Citation X (C750)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After landing on Runway XX on speed and centerline and slowing at brake application aircraft veered right while trying to correct; aircraft veered to left and departed runway surface on to packed snow. During exit; clipped taxiway sign. After taxiing to ramp there is no visible damage to aircraft. There are no other persons involved or anyone who witnessed the incident.

Callback: The reported indicated that the brakes on right side locked up; then  unlocked. Pilot was applying left brake at the time making the aircraft turn left and depart the runway.



Synopsis: C750 Captain reported losing control of aircraft after landing; hitting a taxiway sign and then continuing to the ramp.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after sterile light went off; FA (Flight Attendant) called the flight deck to let them know we needed two wheelchairs instead of one. The Captain then said the flaps were not operational during takeoff; the ZZZ1 airport runway was not long enough to land with no flaps; so we were returning to ZZZ to land. He [requested priority handling] and said we would be circling for a while to burn off some fuel. We would be landing in about 25 minutes and he would make an announcement shortly. He made an announcement; we circled for a while and landed safely back in ZZZ. Emergency vehicles met the aircraft and all passengers deplaned without incident.




Synopsis: EMB-175 Flight Attendant reported being notified by the Captain of an air return due to the flaps not being operational during takeoff.