elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Other / Unknown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Human Factors

Narrative: During cruise; I was involuntarily falling asleep. I placed my seat in a reclined position and slept for an extended period of time. Flying all through the night and landing at 0845 domicile time cannot be accomplished with alertness without being relieved during cruise for a rest. Although the layover included a very long rest period; the attempt at taking a nap in the late afternoon in preparation for a red eye flight is often fruitless. Afternoon noise in the hotel as well as attempting to sleep during a period that does not fit my sleep cycle results in nothing more than 'toss and turn' for 3 or 4 hours. Provide a cruise relief officer and a rest station in the airplane; or officially allow and promote resting in the cockpit. Provide cockpit seats that facilitate taking a nap. Most of our 757's do not even have a head rest. Taking a nap in the pilot's chair is a painful experience. This aircraft had painfully hard seat cushions. Other solutions might be known and available in the industry.




Synopsis: B757 Captain describes his inability to stay awake during a red eye flight and offers suggestions.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While in the roll out phase of the landing my student did not maintain control of the aircraft and allowed it to weather vane the into the wind. We partially exited the runway onto the grass and came back on the runway. No damage was done to the aircraft nor runway or taxi way markings.




Synopsis: Cessna-172 Flight Instructor reported student's loss of directional control on landing resulting in a runway excursion.
Date: 202009
Local time of day: 1201-1800
Location: COE.Airport, ID
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: UNICOM COE
Second aircraft: Medium Large Transport
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: Taxi for takeoff at uncontrolled field with fire tanker operations. Airport has runways that cross / originate at the end. RWY 20/24.  Landing Runway 06. The fire tanker reported the right base to RWY 06.  While we were taxing out. This put us in the position of blocking his exit from the runway and path to the fire tanker base.  We called to announce we were crossing the combined ends of the runway to taxi to Runway 06.  From the angle of the taxiway we looked to clear both runways of traffic; we could not see the air tanker until we started to cross the departure end of RWY 06. The tanker did not call his turn to final or short final to RWY 06. Once we started onto the runway and saw the tanker had touched down and was slowing we continued across to clear the runway and exit for the tanker.  The tanker was already slowing down and we had plenty of clearance to cross safely.  Had the tanker announced the turn to final we would have held short of the tanker base and waited to taxi.  Uncontrolled airports; announce; announce; announce to help de-conflict traffic.  When heavy tanker operations are in progress it would be prudent to have a local pilot man the unicorm to help de-conflict traffic; especially taxi traffic when there is a situation like COE where local traffic may impact tanker operations and cause a traffic jam. Had we not moved and the tanker had exited the runway there would have been the need to bring out a tug to back up one of the aircraft.




Synopsis: Medium transport Captain reported air tanker failing to make appropriate traffic pattern calls; resulted in a runway incursion.
Date: 201407
Location: TLH.TRACON, FL
Aircraft: No Aircraft
ATC / advisory: TRACON TLH
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Other Unwanted situation
Detector: Person Flight Crew
When detected: Other Over a period of years
Result: General None Reported / Taken
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: In an effort to improve aviation safety I am requesting that the weather reporting capabilities be restored at Cross City Florida airport (CTY). It was only in the recent past that a nearby airport; Perry (40J) restored its weather reporting capabilities after many years of being inoperative. The route serving Tallahassee via Cross City to and from points south are lacking weather reporting stations. The return of 40J as a reporting station has improved safety but weather reporting at CTY is imperative in this remote area. This is a route that has extensive use by the general aviation community with few airports for use as alternates should the weather deteriorate. CTY has been reporting their weather as missing for as long as I can remember. It should be noted that Tallahassee Approach Control has been unable to assist with any enroute weather avoidance. It has been reported to me by controllers on previous flights that the weather radar capabilities at TLH are inoperative or non existent which would allow the controllers to provide such assistance. I fly VFR and have not had any instances that have jeopardized the safety of my flight. Not having CTY as a functioning reporting weather station does not allow for adequate preflight weather planning and precludes its ability to be used as an enroute source of weather. The equipment should be restored at CTY to provide ceiling and visibility reports and TLH Approach Control's radar should be addressed to enhance safety in this high traffic but remote area of Northern Florida.




Synopsis: An instrument rated private pilot expressed his concerns with the lack of weather reporting availability at CTY which is one of only a few airports in an extensive remote area of Northern Florida.
Date: 201508
Local time of day: 1201-1800
Location: CYBL.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF CYBL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After reading our ATC clearance Campbell Radio; 122.0; stated an aircraft was on three mile final. We loaded/checked our FMS; completed our after engine start checklists; and taxied from base of the tower-like building that is Campbell Radio but not an actual control tower at CYBL; Campbell River; British Columbia; which; as we understand it; operates as an uncontrolled airport; although Campbell Radio is on the field. We were broadcasting our progress and intentions but heard no responses and thought the other aircraft had landed; although we did not see it; because we were running checks prior to taxi and did not see it during taxi. We announced that we intended to enter the runway at taxiway A and back taxi for runway 30; because it appeared to be necessary; although actually we could have continued on taxiway C to the hold point for runway 30. Our mistake was not checking the airport diagram closely enough! As we crossed the hold line at taxiway A we saw an aircraft on high go around; higher than on a normal approach; which is why we didn't see it where we were expecting to see any aircraft. When we questioned the other aircraft; we received a reply that our call had been heard and the pilot had made a go-around. We made a 180 degree turn back in to taxiway A; at which time Campbell Radio noted to us that we could use taxiway C to reach the hold point for runway 30. There was no other conversation. We taxied to runway 30 announcing our intentions and departed; contacting COMOX control on departure as instructed. There was no conflict as such; but we should have used taxiway C initially and looked more comprehensively for other aircraft and made sure where the other aircraft was. The other aircraft made no calls; other than when we questioned; as far as we are aware.




Synopsis: C525 First Officer reported another aircraft executed a go-around when they taxied onto Runway 30 at CYBL; a non-Tower airport.
Date: 201712
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Several system anomalies - first Captain's lower speed limit band disappeared. Next Speed limit tape with Source Display 1 indication. This came back and reoccurred at least 3 times. Fuel quantity indicators both started intermittently blanking. Then Ground Proximity Warning System (GPWS) failed intermittently. Then Electronic Engine Controls (EEC) went to ALTN mode on both engines. Both altitude indicators also showed erratic indications - =/- 1000 ft (standby remained stable).We got priority handling to [destination]. Landed without incident.Weather was challenging-strong gusting winds [and] TSTMs approaching. Dispatch sent weather for [an alternate]. After discussing the option we chose to continue to [destination] because weather was similar; we were already descending and the approaches were set up [and] briefed. The time between the 2 airports was equal but changing destination would have required more work and at that point we needed to minimize additional work.




Synopsis: B737NG Captain reported experiencing a number of system anomalies possibly stemming from Air Data Computer issues.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 5 minutes after level off at FL370; noticed smoke emanating from the area behind the Captain's chair. Initiated immediate descent; donned oxygen mask; informed ATC of problem and requested lower altitude.Passing FL250 during descent; the smoke abated. Continued descent to 12000 ft and proceeded to ZZZ for landing.




Synopsis: Falcon 900 Captain reported smoke in the cockpit emanating from the area behind the Captain's seat. A descent was initiated and the smoke began to dissipate on descent.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Contracted Service
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness; Confusion; Communication Breakdown; Distraction
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: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: My student pilot and I had just entered the pattern from a 45 degree leg to left downwind when a call on CTAF addressed us by call sign; asked our intentions; and said we were 'all over the place'.  I looked to my right and saw another airplane about 500 feet from us; also on left downwind. The pilot said on CTAF that he had just turned from crosswind to downwind and was aware of our entry from the 45 based on our position reports. He said he would extend downwind to allow us to land ahead of him. I can think of three factors that contributed to my failure to see the traffic until so late.First; the CTAF frequency for ZZZ is shared by numerous airports in the area. While I was talking my student through the pattern entry; we were hearing calls for at least four different airports without any silence; so we had to talk to each other over these calls. In such a situation it was easy to miss the one call we needed to hear.Second; the frequency was congested shortly before the traffic conflict by a lengthy and non-standard position report ending with; 'could any traffic in the area please advise'.  This may have been the pilot of the aircraft that conflicted with me; or it may have been an unrelated call at another airport that blocked the frequency.  A colleague who had just landed at the same airport later told me that the same pilot had also called him on CTAF while he was on final; asking his 'intentions after landing'. Third; my student had become disoriented while making a teardrop turn to the 45 degree entry; and I was distracted by helping her get reoriented to the airport and make a correct pattern entry.




Synopsis: Flight Instructor reported a NMAC when they were assisting their disoriented student enter downwind at an uncontrolled airport and failed to see another aircraft on downwind. The instructor reported CTAF congestion due to several airports sharing the same frequency was also a factor.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Company Policy
Primary problem: Procedure

Narrative: Due to a re-route; I was scheduled to deadhead ZZZ-ZZZ1. After boarding had completed; Ground Operations requested four people move up from the back of the aircraft to sit in rows 2-8 for weight and balance (X-Zone count). Since the passengers had just finished sanitizing their seat areas they were reluctant to move; so no one did. A second PA was made; specifically telling the passengers at the very back of the aircraft (all deadheading crew members) they were going to have to move up. I was required to abandon my social distancing and sit in row 2. After re-sanitizing my new seat; I sat with a passenger directly in front of me; one directly behind me; and one directly across from me. I had to sit there for about 20 minutes; before takeoff; and waited until the ride smoothed out and moved back to the back of the aircraft to space myself away from other passengers and crew. This event compromised my ability to protect myself as much as possible.Crews need to be specifically exempted from moving to accommodate a Zone count and this procedure needs to be implemented immediately; and pushed to all operational groups.




Synopsis: Deadheading pilot reported that passengers in the back of the aircraft were told to move to seats at the front of the aircraft to accommodate a zone count; which required abandoning social distancing and sanitizing new seats.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Time Pressure; Situational Awareness; Physiological - Other; Communication Breakdown
Second reporter function: Gate Agent / CSR
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Gate Agent / CSR
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Need more space to accommodate 6 feet apart. On this day; [it] was very chaotic during the international check-in. We are really short of manpower to accommodate document checking. Violating the safety standards for us the employees and the customers. Please review cameras to see the amount of people in the same area.


Second narrative: I was scheduled to work lobby for international flights to help them to check in and check their requirement COVID-19 for every single customer. At the kiosk I realized that it was around 200 people and only 2 agents were scheduled to work that area.  I was very concerned about safety and health of myself and others because there was no social distancing and not following CDC guidelines. I talked with Supervisor and asked to please call a union representative. To see the unsafe conditions that the company is operating. I hope you will be able to see the cameras in order to understand the horrible situation.I think all the authorities including health department will be concerned about this very important issue.


Synopsis: Customer Service employees reported social distancing concerns at the airport lobby due to it being overcrowded.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operating under: Part 135
Flight plan: IFR
Flight phase: Parked
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew; Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Elevator trim actuator removed per Work Order written up by pilots as binding. It was found to have internal damage to one externally threaded screw (lollypop) when torn down. The actuator was observed prior to tear down to have a very narrow band of free movement in both directions then would lock up being impossible to turn by hand. The actuator was damaged internally in a way impossible during service. Proper testing procedures per the CMM (Component Maintenance Manual) 27-10-01 would have rejected the actuator had they been performed after assembly; also post installation checks per the AMM (Aircraft Maintenance Manual) would have found this discrepancy had they been followed. I see no way the externally threaded screw (lollypop) could be damaged after assembly or installation.Where did this actuator come from? Who built it? Who installed it? Are they aware manuals are provided for safe servicing and installation of trim tab actuators?




Synopsis: A Mechanic reported that a Cessna 560XL elevator trim actuator was binding and found to have internal damage.
Date: 201307
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During engine start on maintenance ramp the catering truck returned and pulled up to the aircraft. I do not know if he pulled up during or after engine start. The Caterer came walking up to the side of the aircraft WITH BOTH ENGINES RUNNING to get my attention. I immediately shut down both engines. A total lack of communications while starting engines.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B737 flight crew reported that after engine start ground personnel walked dangerously close to the running engines.