elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was at cruise on my flight; and I had just canceled IFR and picked up VFR flight following from Center; so I climbed from 8;000 feet MSL to 8;500 feet MSL and I lost all electrical power to the aircraft. My navigation instruments; radios; and ADS-B transponder all went blank. I assessed the situation and decided to take the conservative route and performed a descent into the nearest divert airfield. I got one radio transmission off to Approach on an external handheld radio that was received by Approach and [requested priority handling] and notified them that I was descending down and was proceeding to full stop landing. [The airport] is a small non-towered airfield. I did not violate any FAA FAR's in the divert process intentionally or unintentionally. As soon as I landed (uneventfully); I received a cell phone call from Approach asking if I was the pilot who diverted; I responded with yes and everything was okay and to please cancel my previously emergency and to close out my VFR flight following flight plan; and the Approach controller confirmed the emergency was canceled and VFR flight plan was closed. There was no aircraft damage.I found out during then exterior inspection after landing that my alternator belt had broke; which caused the alternator to quit and battery to run dead. My recommendation and lesson learned from this event is I highly recommend the use of external GPS enabled devices such as iPads with aviation applications such as ForeFlight and WingX Pro7 because they give you an extraordinary amount of situational awareness in a very convenient package; even when your internal aircraft equipment fails.




Synopsis: C182 pilot reported a complete electrical power loss and successful divert landing.
Date: 201708
Local time of day: 0601-1200
Location: S33.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Flying a northerly course in the vicinity of Madras Muni (S33) at an altitude of 12;500 feet in clear conditions. Aviation white strobe and navigation lights were on. VFR flight following was cancelled by Seattle Center due to saturation in the Redmond sector. Seattle Center was being monitored on 128.15 (Redmond Sector; Squawk 1200 with mode C and ADS-B traffic monitored on portable device). During this time; 3 parachutists (passenger reported seeing 5 jumpers) were observed at 12 to 1 o'clock directly in front of and moving toward the aircraft. An aggressive turn to the left was initiated to avoid colliding with the parachutists. At the time the turn was initiated the silhouette of the parachutists and chute were clearly visible. None of the parachutists observed had position lights.Contributing factors to this situation were: 1) ATC inability to provide VFR separation services due to saturation;2) Contributing factor was ATC failure to advice of jumpers over frequency however; without position lights it was nearly impossible to visually identify and thus avoid parachutists.




Synopsis: GA pilot reported a NMAC with several jumpers near S33 at 12;500 feet that required evasive action.
Date: 201912
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On taxi out; Flight Attendant called and reported strong odor/fumes in the cabin. Turned the plane around to change wind direction. No change so returned to gate.




Synopsis: A321 Captain reported being notified by Flight Attendant of persistent strong fumes in cabin during taxi for departure and executed a gate return.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During shift change I was reviewing loading on [electronic load plan for the] flight and noticed that there was Hazmat in Pit 2; with no bags. The flight had been off the gate for 12 minutes. I looked at the flight history to see when he was planned for takeoff; and it was at XA:20 local; which was the time I was looking at the flight; so I could not bring the airplane back. Shift Manager was notified. I also contacted [Load] Controller in ZZZ.




Synopsis: Ground employee reported detecting Hazmat cargo incorrectly loaded after aircraft departure.
Date: 201306
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: [We] departed Runway 28R at SFO. We were in a 737-900 with a takeoff weight of 180;000 LBS. Typically we use Runway 1R for departure; but due to our weight; [Runway] 1R was too short. We got the clearance for the Quiet 4 departure. The Tower changed our clearance to heading of 050 on departure. We had departed normally; but as we turned to the north in the climb we got a TERRAIN; TERRAIN warning. We increased our pitch and the warning ended.




Synopsis: B737-900 Captain reports receiving a EGPWS terrain warning departing Runway 28R at SFO with instructions to turn right to a 050 heading. Pitch was increased to silence the warning. Day VMC prevailed.
Date: 201812
Local time of day: 1201-1800
Location: SAT.Airport, TX
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C SAT
ATC / advisory: TRACON SAT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading 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 New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight to San Antonio. We were filed on a SID to a STAR and thus briefed the entire flight at the departure gate. I looked at the weather packet and assumed that SAT was landing on 31L. We programmed 31L into the FMC and briefed the STAR. Approaching MARKS in the descent; we were given off course vectors and several speed changes to follow traffic. We were distracted from reading the current ATIS and verifying the landing runway on the LEGS page. We flew part of the 31L transition until queried by ATC. We were on the wrong transition and were given clearance direct to a fix on the correct transition. The remainder of the approach was uneventful.The transition needs to be briefed and verified again regardless of the previous briefing at the departure gate.


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


Synopsis: Air Carrier flight crew reported a track deviation on arrival into SAT after missing a runway change.
Date: 201510
Location: KZAK.ARTCC, HI
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class A KZAK
ATC / advisory: Center KZAK
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The flight attendants advised us at altitude they heard banging in the cargo area on takeoff and once during taxi out. We advised dispatch and they investigated with HNL ops what may be there. It was decided that approximately 1800# pallet was not secured. This was confirmed on arrival. [ATC was advised] so we could have the long runway and fire trucks available should the cargo shift forward and come thru the EE compartment and result in a fire. A landing was made with no shift occurring.




Synopsis: The flight crew was advised during cruise by the flight attendants that they had heard banging noises coming from the cargo area during taxi and takeoff. It was determined that a pallet was not properly secured; and a precautionary landing was successfully accomplished.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Exited Penetrated Airspace
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am writing this repose because my student and I were climbing out of ZZZ this afternoon when both of our iPads died due to the heat. With our iPads being dead we could not see traffic in the area and so I lost situational awareness as we were climbing out while I had my head up looking for traffic in the surrounding area. As we were climbing out I realized how high we were getting and just as I realized it; I took over the controls and nosed over the aircraft to get out of the Bravo shelf. The shelf was 7;000 ft. and we just reached that altitude on the cuff of the shelf; leaving. I know this situation is no excuse and I am not entirely positive that we busted the shelf. I have never came close to the Bravo shelf before and I know it was close so I wanted to take action and report it just in case.




Synopsis: PA-44-180 flight Instructor reported exiting penetrated class B airspace without clearance due to aircraft EFB failure.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Heavy aircraft TOGA power; detected slight odor at TOGA power. On climbout Flight Attendant called and said [they] could smell odor. After approximately 2-5 minutes [the] odor dissipated for 6 hour flight until descent at 15;000 feet. Odor again dissipated. Normal landing entered discrepancy in Maintenance log.




Synopsis: A321 Captain reported a fumes event on initial climb which was also reported by flight attendants. Fumes dissipated and returned during descent.
Date: 201502
Local time of day: 1801-2400
Location: ZSU.ARTCC, PR
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: VFR
Flight phase: Initial Climb; Initial Approach; Descent; Cruise; Climb
Airspace: Class E ZSU
ATC / advisory: Center ZSU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Workload; Training / Qualification; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I'm working R2 with heavy traffic and lots of VFR going to TNCM with a lot of Airliners inbound to TNCM.  The VFR's are various types.  They can make well over 10;000 MSL and go over 200 knots.  They are constantly in the middle of the departure and inbound gate of TNCM airport above 15;000 MSL.  They are constantly in the way and we gave them advisories and turns but sometimes you don't have a lot of choices where to turn them.  Is a really dangerous corridor.  Also aircraft landing TKPK and TKPN descent to 6000 MSL over GABAR and we constantly encounter VFR aircraft at 6;500 over GABAR and all of this is non radar area. They need to regulate VFR traffic around this areas.  They are constantly approaching IFR aircraft at low altitude and non radar.  Specially on weekends that TNCM and TKPK get heavy Traffic.




Synopsis: ZSU Controller describes an area in the vicinity of TNCM airport with a lot of VFR traffic and area in the departure and inbound gate for IFR arrivals.
Date: 201412
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E P50
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Situational Awareness

Narrative: This was the first leg of a three-day trip. When the Captain arrived at the airplane; the first thing that he said to me after sitting down in his seat was; 'I don't brief anything.' I said; 'Seriously?' He replied; 'Yes. I use my brain power for more important things.' He failed to brief the departure; or any other flight concerns. Prior to descent on the PINNG1 Arrival into PHX; he failed to brief the arrival and cross check the fixes. I checked them myself; and selected the arrival runway to add the appropriate fixes at the bottom of the arrival. Approaching the BRDEY intersection; there is a speed restriction of 250 knots. The Captain asked ATC for relief on the speed; and it was granted. He then accelerated to 320 knots for the rest of the descent. He leveled off at 10;000 FT to slow in anticipation of the restriction at PUKRE; between 8000 and 9000 FT. When he realized that he needed to descend to 9000 FT; he pushed the nose over and flew at 275 knots down to 9000 FT to make the altitude restriction. The next conflict came for the restriction at FINAP between 5000 and 6000 FT. I told him that we were going to be high; as the vertical trend showed 500 feet high and growing. He said that it would be close enough. I contacted ATC to tell them that we would be high; and they told us to go direct to the field and cleared us for a visual approach. We flew the approach and landed without further incident. The Captain needs to be retrained and given another check ride to make sure that he follows Company procedures and FARs. I also will not leave the gate with another Captain that tells me that they don't do any briefings.




Synopsis: B737 First Officer is informed by his Captain on the first flight of the trip that he does not give briefings. The First Officer describes the errors that occur during the first RNAV arrival.
Date: 201910
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Other / Unknown
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were in the final phase of the flight. Captain announced our descent and advised the Flight Attendants to prepare cabin for arrival; seat belt sign was turned ON and Flight Attendant A made the arrival announcement. I was securing my beverage cart when 2 passengers approached me in the aft galley: Passenger A asked to use the LAV; I advised her that the LAV was occupied [Passenger C]. Passenger B asked me for another drink. I advised him that my cart was secured and we were making our descent. (He appeared agitated; so I told him I would try to accommodate him as best as I could given the amount of time remaining.) It was at that time the aircraft was hit by turbulence. Passenger A was thrown onto the galley floor and she landed on her back. I was thrown into R2 and landed on my left shoulder and my left forearm hit the door handle. Passenger B was able to brace himself then helped Passenger A up from the floor. I asked Passenger A if she was alright and she said 'yes' (although clearly shaken). I advised everyone to return to their seat immediately. I asked Passenger A if she was able to walk back to her seat unaided and she said she was. I secured myself in my jump seat. Captain called on the interphone to advise we had just flown into the wake of another aircraft. He asked if everyone was OK and I advised him that a passenger had fallen on the galley floor and I was thrown into R2. I advised the Captain that I would have to file a [report] since the incident involved a possible passenger injury. Captain and I confirmed the seatbelt sign was ON during the event. Passenger C in the LAV exited and I asked her if she was ok; she assured me she was fine then returned to her seat. I approached Passenger A and got her identifying information for my incident report. I asked her again if she was okay and she said she was fine. My intent was to address Passenger B as well; but at that time I heard the second double hi-low; so I had to complete my compliance and get back into my jump seat. Unfortunately; after landing; I could not reach Passenger B to get identifying information from him.




Synopsis: Flight Attendant reported that wake turbulence during approach caused injury to herself and two passengers.