elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Aircraft: No Aircraft
Operator: Air Carrier
Mission: Passenger
Flight phase: Other Customer Service / Lobby
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: Ground personnel are being asked to leave their work area; travel in their own vehicle to a random clinic. We are not opposed to being screened but believe the screener should come to us at our place of work. We feel it is unsafe to be placed in an environment that is filled with people who might have serious medical conditions during a pandemic.




Synopsis: Ground employee reported concerns about being sent to a random clinic for screening during the COVID-19 pandemic.
Date: 201501
Local time of day: 0001-0600
Location: SJC.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
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: While hand flying the TECKY ONE departure out of SJC on a 'climb via the SID' clearance; we received a level off and maintain 6000 feet MSL radio call from NorCal Departure. Upon doing so we reviewed our FMS and saw that rather than continuing a climb to 13;000 feet MSL; we were to level off at an intermediate altitude of 5000 feet MSL at the SPTNS RNAV waypoint. We deviated above the SPTNS altitude constraint. The issue arose from not setting 5000 feet MSL as our initial climb altitude and instead set 13000 feet MSL. We did not use vertical guidance on the SID thereby removing FMS vertical guidance and level off prompts from the flight director. Contributing to the issue was hand flying the aircraft and not selecting vertical guidance (VNAV) as the vertical flight cue. Corrective actions included compliance with ATC instruction; engaging the autopilot and reselecting an intermediate altitude on the altitude preselect system. The erroneous perception was to set 13;000 feet MSL as a top of SID altitude and not anticipate an intermediate altitude level off. The decision to hand fly; without VNAV guidance on a new SID affected human performance in terms of degraded situational awareness. A more thorough SID brief of the TECKY ONE departure would have shown that 5000 feet MSL (like the SJC 9) is the first vertical constraint encountered and not the top of SID altitude of 13;000 feet MSL.


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


Synopsis: G550 flight crew reports being cleared via TECKY1 RNAV departure from SJC to maintain 13000 feet. The crew does not notice nor do they enable the aircraft automation to notice an altitude restriction of 5000 feet at SPTNS. ATC assigns a level off at 6000 feet; once 5000 feet is exceeded.
Date: 201903
Local time of day: 1201-1800
Location: MCO.Airport, FL
Flight conditions: VMC
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: TRACON F11
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On visual approach to 18R at MCO; cleared for the visual approach cross TUFFE at or above 2;500 feet. Between HAMMY and [TUFFE] encountered the wake of the preceding aircraft; approximate altitude loss 300 feet; autopilot disengaged due to the turbulence; crossed TUFFE 300 feet low.




Synopsis: B737-900 Captain reported encountering wake turbulence from preceding aircraft on approach to Runway 18R at MCO.
Date: 201909
Weather elements / visibility: Thunderstorm
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Maintenance; Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Procedure; Equipment / Tooling; Company Policy
Primary problem: Ambiguous

Narrative: A few weeks ago there was a need to get emergency personnel to the A concourse due to an employee injury. Radio communication kept failing to communicate correct location where the accident had happened for the paramedics. I finally had to communicate with emergency personnel where the employee was located. [Few days prior] we were called off the ramp due to lightning in the area. According to Maintenance Control upstairs they called over the airwaves twice to get off the ramp area. The call never came through. [Company X] was not an original tenant at this airport but they have a system in place that works very well to keep their employees safe and off the ramp when need to. [Company Y] at the A concourse also have a proven system that works very well. I work the south side of the terminal at the B concourse and I actually look at the A concourse to see if we are off the ramp since they have an amber light on the roof of the building. Sometimes it take 5 to 10 minute delay to call us off the ramp based on the amber light that I monitor when bad weather rolls out. We talk about this issue all the time in our safety meeting but it appears that no one here can properly address the issue or resolve this ongoing issue that we have had for years. We have had an employee hit by lightning in the past.




Synopsis: Airport personnel reported there is a lack of clear communication procedures at this location when an urgent situation or emergency exists.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I have brought this up before; but feel compelled to do so again. The amount of confusion; caused by similar sounding call signs; I was witness to this past week operating in and out of ZZZ will eventually lead to a violation or mishap. [Company] scheduled at least three flights beginning with 16 (inbound) or 17 (outbound) and ending in 9 to be operating on the same approach control frequency at the same time each and every night. Please I implore you to listen to the tapes and hear the number of times that the wrong aircraft answered an ATC transmission; or missed a call; or that ATC misunderstood an aircraft call. This is an accident waiting to happen and when it does someone will have to answer for it. This issue has been raised for a long time and we will eventually not be able to keeping dodging bullets. I don't fully know the compelling operational reason for this lunacy.Focus on the flight safety concern and not the current scheme's entrenched obstruction to doing the right thing. Listen to the tapes if you doubt the seriousness of this situation. Ask the controllers. Put yourself in the shoes of the flight crew on day five of hub turning with two legs outbound from the AM launch.




Synopsis: A300 Captain reported several similar sounding call signs on the same ATC frequencies repeatedly.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10+
Light: Dawn
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight phase: Landing
ATC / advisory: Ground ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing roll
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing overrun into the paved stopway area. We were on a stabilized visual approach backed up by the ILS.  Aircraft touched down on speed and in the touchdown zone. Conditions at arrival were clear with variable winds and a clean dry runway. Once nose wheel was lowered to the ground the aircraft immediately darted/veered left and experienced a moderate to severe nose wheel shimmy knocking off the copilots AHRS and Yaw Damper. Crew varied braking and nose wheel pressure to control aircraft and attempt to mitigate the shimmy but it continued all the way until the aircraft came to a stop. At this point; the crew realized the front of the aircraft had entered the stopway area. The stopway area is paved with recessed lighting therefore no damage was done to the aircraft or airport property.




Synopsis: CE750 Captain reports aircraft veering to the left after landing when the nose wheel is lowered to the runway. Aircraft control is maintained but severe shimmy is noted until the aircraft is stopped in the over run. No damage is reported.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal approach; wind out of the south at 3 kts. Pilot with tail wheel endorsement flying his plane made nice 3 point landing; no bounce. On rollout; the plane suddenly veered to the left and the right side of the airplane dropped to the runway. Pilot and I exited airplane.  The right main gear leg was lying beneath the airplane. I think there was a complete mechanical failure of the right main landing gear leg.


Second narrative: I was receiving instruction; we were attempting our first touch and go; uneventful three point landing; upon which the plane turned unexpectantly and violently to the left; right main landing gear collapsed.


Synopsis: Cessna 170 Instructor Pilot and student reported the right main landing gear collapsed after a normal landing.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cirrus Vision SJ50
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Troubleshooting
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was carrying too much speed on final and proceeded to float for what I felt like was too long.  My training beat into my head; when in doubt go around so out of an abundance of caution (I thought) I began to execute a go around.  What I failed to realize is the 8 seconds that a turbofan engine takes to spool up so before full power was given my wheels were on the ground and I was slowing.  We sped up and I saw the end of the runway coming too quickly and decided to make the decision to stop the go around and slam on the brakes with very little runway remaining.  We were nearing the end of the runway and to avoid slamming into the large runway lights I turned onto the grass at the last minute and used the dirt to stop us completely.  No damage to the airplane; only some new tires needed.




Synopsis: Pilot flying SF50 Vision Jet departed runway on landing after unstable approach.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Troubleshooting; Training / Qualification; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Other Person; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff; I noticed that the nose wheel landing gear was louder than normal. Approaching V1; the First Officer and I heard what appeared to be debris hitting the bottom of the fuselage. The aircraft controllability was normal and the liftoff and rotation were normal. We advised Tower we may have left debris on the runway. ATC later relayed to us that tire fragments were found on the runway. I contacted Dispatch and Maintenance Control and they confirmed a suspected; right nose wheel tire failure. We considered all options including our weight; fuel and weather and decided to continue to our destination. I briefed the flight attendants and later the passengers for a normal landing with emergency equipment standing by. I declared an emergency with our destination airport Approach and we were vectored for a visual approach. Gear extension was normal and the touchdown was normal. We cleared the runway and Airport Rescue and Fire Fighter visually inspected the aircraft and we taxied to the gate under our own power. I made a logbook entry for Maintenance.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: During the takeoff roll; a B737 nose wheel vibration and something striking the aircraft belly lead the crew to suspect a nose tire failure which ATC confirmed. So; at their destination an emergency was declared and a normal landing completed.
Date: 201704
Local time of day: 1201-1800
Location: CZEG.ARTCC, AB
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZEG
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approximately 3 hours into flight passenger became acutely ill with bladder pain. Onboard medical doctor diagnosed patient to be suffering from obstructed bladder. After multiple attempts to insert catheter failed doctor insisted patient would need immediate hospitalization or risk renal failure. After conferring with medlink and dispatch decision was made to divert to Anchorage international. Captain advised flying crew to [advise] Edmonton ATC and request clearance to ANC. Clearance received was direct to TIBOY then ANC. Due to distance to TIBOY being almost 700 miles the fix was not visible on navigation screen. When FO proceeded to clean up original route to PVG along with new route discontinuities by using the divert now prompt; we believe TIBOY fix was inadvertently erased. No course changes were noted due to fact that Direct ANC was very close to the same direction. Other FO on duty was coordinating with dispatch for fuel dump necessity as well as communicating with Captain who was already in cabin when decision was made to divert. No problems were noted until approaching Anchorage FIR. ATC asked flight crew what route they were assigned from Edmonton ATC and Captain; who was now back on the flight deck replied we are on a direct to ANC as had been requested. ATC noted there was a discrepancy and route deviation and requested a phone call once on the ground. Call to ATC was made shortly after blocking in and ill passenger was removed. ATC informed Captain that no loss of separation had occurred and they would be filing a report and requested we inform them on our report as well.


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


Synopsis: B777 flight crew reported a passenger became ill while on an international flight. A diversion was requested and; with the exception of a minor route deviation; successfully executed.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 4
Light: Night
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Minimum Fuel Declared to ATC requesting Priority Handling: Weather enroute and in destination was planned for with an additional 12;200 LBS of fuel. Enroute we experienced no deviations and arrived at TOD with slightly less than 1;000 LBS below planned fuel. We were given descent to cross XXXXX Intersection at 9;000 FT. At XXXXX we were slowed to 210 KTS which required slats extend. Then we were told to expect a track 40 NM south of the airport and a 30 NM final for landing south. At that time we had 36;000 LBS Fuel On Board.I calculated bingo fuel and timing; we had plenty of fuel to make the 200 mile track for landing. ATC continued to descend and slow us. We were given 170 KTS about 120 NM track to landing which we refused so we didn't have to add flaps. 10 minutes prior to our Bingo Fuel we advised ATC of Minimum Fuel State. They made no changes in our placement (about 7th for landing) or track. During this time we started getting tank pump low pressure warnings (all 3 tanks by landing); we had a 2;400 LBS imbalance in tanks 1 and 3; and we had 800 LBS not accessible in tail and auxiliary (due deck angle); and communication with company flight control.We continued on final; past our 'padded' bingo fuel; and landed. We cleared the runway with approximately 20;000 LBS and parked with 19;500 LBS after burning 16;000 LBS of fuel on arrival.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: During arrival crew received low fuel warnings and declared a minimum fuel emergency.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL240; we smelled a very strong odor of burning. We completed our memory items and asked ATC for a return for smoke in the cockpit. The Flight Attendant also confirmed a burning odor in the cabin. We declared an emergency and made an expedited return. I was the Pilot Not Flying so I ran the Smoke in Cabin/Cockpit QRH. We landed and had the Fire Department inspect the exterior of the aircraft once we were stopped. We also took a firefighter onboard and had him check the cabin area for evidence of fire. After getting the all clear we returned to the gate and deboarded the passengers. Factors: Fatigue from short overnight and early show; crew communication through oxygen masks; expedited air return [with a] high checklist workload.


Second narrative: I was the Pilot Flying on our climb out when we recognized a strong odor of smoke. There were no visible or aural indications of smoke in the cockpit. We executed the immediate action items and checklist and notified ATC of our emergency and desire to return. We called our Flight Attendant and inquired if the smell was also prevalent in the cabin; which it was. He prepared for our landing and we expedited our arrival; landed and the aircraft was met by the Fire Department. After it was determined it was safe to continue to gate we did so and deplaned without further incident. This was a good reminder to slow down even in an emergency with smoke or a fire to ensure everything is done.


Synopsis: EMB145 flight crew experiences a smoke odor in the cockpit with no visible signs or smoke alarms during climbout. The Flight Attendant also reports a strong smoke odor and the crew returns to the departure airport.