elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I have been having severe headaches after flying lately.  Being masked on an airplane and duty day that are now on average 10-15 hours a day.  I had a deadhead recently and wore an oxygen sensor from start to finish.  My oxygen in the hotel was 99/98 on the pulse oximeter.  During the flight from ZZZ to ZZZ1 I wore it the whole time.  My oxygen was between 89 and 94 the whole way until landing.  It then was back up to 98; 20 minutes after landing.  It is a fact that extra oxygen is pumped into hospital rooms during long surgeries because the doctors are masked.  I feel this shows that lack of oxygen; just on 1 flight is proving how I'm getting my headaches; let alone being masked as well.  I have never felt more unsafe flying than I have since having to wear masks.




Synopsis: Flight Attendant reported the requirement to wear a mask during flights is resulting in having low blood oxygen levels and associated headaches.
Date: 201811
Local time of day: 0601-1200
Location: ORD.Airport, IL
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: DC Ram Air Turbine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Human factors: Troubleshooting; Confusion
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During cockpit inspection; I noticed a RAT UNLOCKED EICAS message. After Maintenance was working to stow the turbine; it was brought to my attention that gate cameras showed it deploying 3 minutes after ACARS initiation. This leads me to believe that I inadvertently deployed it when I thought I was engaging the battery switch.


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


Synopsis: Air carrier flight crew reported inadvertently deploying the Ram Air Turbine without any notification to ground personnel.
Date: 201402
Local time of day: 0001-0600
Location: SLC.Airport, UT
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Pushback crew called cockpit on interphone stating 'walk-around complete; ready for pushback.' Advised push crew main cabin door was still open and jetway still against left side of aircraft. After door closed and jetway retracted called pushback crew to ask if walk-around was now completed. Pushback crew advised us 'walk-around complete; ready for pushback.' Advised pushback crew 'brakes released; cleared for pushback.' Aircraft pushed back no more than 5 FT before stopped and advised by pushback crew a baggage cart was in the way. Once cart cleared out of our path pushback commenced. Pushed out onto taxiway and told to set brakes. We asked push crew if we are cleared to start engines. Replied they forgot to tell us to start engines.Lack of attention to job duties by pushback crew.




Synopsis: A B737 ground crew cleared the aircraft for push with the door open and jetway attached; then failed to clear the crew to start engines during the subsequent. Attention to job duties was lacking.
Date: 202009
Flight conditions: VMC
Aircraft: EMB-505 / Phenom 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Rejected Takeoff
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: Small airport with a horrible FBO. No line help or marshaling. Got distracted on the walk around by pulling chocks and passengers trying to find his ID. No GPU; so we were rushing to get the engines running to cool down the cabin with pax. Got everything running and programmed. Went to taxi out and realized that the nose gear pin was still disconnected. Shut down the left so FO can jump out and put it back in. We get the pin in; he sits down; start to taxi out again. 7 small aircraft in the traffic pattern and 4 on the taxiway around us; so both of our heads were outside watching for traffic. None of the checklists or flows; after start; have you look at the engines until you set takeoff power. So we accomplished the 'Before Takeoff' checklist; received a 'Takeoff OK'. Took the runway; held the breaks; go to set takeoff power and the left engine is still off. We quickly asked ATC for a short delay on the runway; started the left engine; and made sure everything was ready and all checklist were complete. We were able to depart without any issues. We noticed that the steering was not responsive. Got distracted on the walk around and when being rushed; the nose pin was missed. That led to shutting the left engine down. Shut down the left engine and sent the FO out to put the pin back in. Just need to slow down and pay attention better. And not having any line service made the situation more difficult and rushed. If we had a marshaler; they may have been able to bring our attention to the nose wheel not connected when they removed the chocks. But at the end of the day; it still was my responsibility to make sure it was in.




Synopsis: EMB505 First Officer reported lack of ground support; heat; and traffic; resulted in failed compliance with aircraft configuration and procedures.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Window
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was conducting a multi-engine flight in a BE-76 Beechcraft Duchess with a multi-engine/commercial student. On the 4th takeoff at approximately 1;000 FT MSL; we began to turn crosswind and seconds later we had a hole in the left side of the windscreen and blood/feathers all over us. At this point I told the student; 'my plane;' as he could not see with the air coming through the hole. Secondly; after I had control of the plane I called Tower and requested an emergency landing not knowing the condition of the rest of the windscreen. We continued on around the pattern and executed a normal landing. No injuries were reported.




Synopsis: A bird completely punctured a BE76's left windshield at 1;000 FT after takeoff. The Instructor pilot in the right seat took control of the aircraft; declared an emergency; and returned to the departure airport.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Automation Aircraft Other Automation
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; MEL
Primary problem: MEL

Narrative: MEL states; 'After all engines are started; enter Usable Fuel on Board (UFOB) on the FMS Weight INIT Page.' After loading UFOB in either MCDU 1 or 2 it should crosstalk the UFOB to the other. The plane did NOT crosstalk this information. We got a VR mismatch message because the UFOB was not shared to the other side. I have had Tank Fuel Quantity Indication write ups before and the UFOB may or may not crosstalk to the other side. I don't know when the MD-11 stopped cross talking the UFOB to the other side but it hasn't the last 3 times I've had this problem. If the UFOB does not match each pilot's side will show/announce different VR speeds; stall speeds; limiting speed; stick shaker; etc. Some planes do not crosstalk UFOB. MEL does not say to load UFOB in both sides. Ensure all MD cross talks UFOB info or change to MEL to say ensure UFOB is loaded in both sides.


Second narrative: We had MEL - Number 1 main tank fuel quantity indication inoperative. It tells you to load the fuel (UFOB) after starting engines in the FMS. The problem is that it should say put in both FMS boxes; as if you don't you get VR Mismatch to start with and many to follow alerts. This can be very confusing and is a safety issue especially if the crew is new or tired; like many of us are these days. The Fuel system MEL. Put in MEL that you need to put the UFOB in both FMS.


Synopsis: MD-11 flight crew reported that after loading UFOB into the FMS; a Vr mismatch message was received due to the UFOB information not being shared with the other FMS.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was conducting an IFR training flight with my student. While en route to ZZZ on IFR flight plan; direct to ZZZZZ intersection at 5;000 feet MSL. The aircraft's oil annunciator light illuminated. Upon inspecting the engine gauges; it was noted that oil pressure was low; and oil temperature was normal. Shortly after; extreme engine roughness was experienced; oil and smoke spewing out over the top of the engine cowling. An emergency engine shutdown checklist was performed. We turned NW towards the closest suitable landing area for our position. GPS had closest airport at just over 12 nm. ATC was advised. We continued our glide to the town of X. Once closer to the town; a dirt track/field was noted. We landed SW on the dirt road. No injury to persons on board or on ground; no structural damage to airframe of the aircraft; no property damage. A preflight briefing and preflight inspection had taken place. Up until the time of the incident; approximately 2.7 hours of flight time in; no performance issue; or otherwise; had been noted. Plane was performing as expected.




Synopsis: PA-28 instructor reported an engine failure that resulted in an off airport landing.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Cessna 350
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Listened to AWOS 20 miles out. Winds 170 at 17. Runway suitable for this wind direction under construction and closed. Chose to use 11. It was within crosswind component of my aircraft. Winds must have been variable. I landed long on the runway and had difficulty bringing the aircraft to a slow enough speed to make the last turn off from the runway onto the last taxiway. The aircraft came to a rest about 20 feet beyond the pavement in the grass. My right main gear strut impacted a runway end identifier light and the breakaway shaft snapped. No damage to the aircraft other than chipped paint.




Synopsis: Cessna 350 reported landing long that resulted in a runway excursion and contact with a runway light.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Scout 8GCBC
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Failure to control the aircraft during landing is the root cause of the accident.Weather conditions were light and variable from 140 -> 200 @ 4kts. As usual in the area of ZZZ there were conventional turbulence from the tree-line west of the airport and cliff faces to the south and east. 10+ miles of visibility clouds were no factor.Due to the turbulence; I carried additional speed throughout the approach. The target for a three point landing is 55mph and I was flying a stabilized but bumpy approach at 60mph.Approximately 10 feet off the ground mid flare; the aircraft descended through a pocket of air. I corrected by increasing the AoA mitigating the rate of decent and landed in a 3 point attitude. Observers from the ground say I rolled about 100 feet on the ground before becoming airborne again. The wing exceeded the critical angle of attack and stalled the drag of the stalled wing pulled the aircraft with a yawing motion while dropping back onto the runway. I input full rudder control inverse of the yaw rotation and attempted pulsing the brakes while leaving the ailerons neutral but it was too little too late. I departed the centerline and spun [approximately] 270 degrees off to the right side of the runway; the typical ground loop. The aircraft wing appears to have touched the ground creating a scuff on the paint smaller than the size of a dime. Accident chain:  - Failed to maintain proper speed on approach leading to excessive energy during flare and landing. - Failed to correct the attitude of the aircraft after becoming airborne again. - Failed to add power to gain more control authority. To prevent this from occurring again. I am going to practice with a CFI my landing patterns to identify if I have picked up any bad habits. I am going to go-around if my approach is not stable (explicitly; including proper speeds during the approach and before flare). If the aircraft is near flying speed and starts to come unglued from the runway I should consider adding power to give more control authority to the rudder.




Synopsis: Aeronca Chief pilot reported an unsafe landing resulting in a ground loop and runway excursion.
Date: 201507
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Other push back
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: White smoke coming from 1A bulkhead and flight attendant reported fire.All Preflight and normal checklist items complete. After pushback; flight attendant called and reported fire in cabin. Reported to ATC fire in cabin and evacuating. Completed EVAC checklist. Flight attendant was using fire extinguisher at smoke source which was Row 1A bulkhead at corner of ceiling and forward wall. Began EVAC [through the] over wing exits. Upon personal inspection it appeared threat was eliminated and recalled passengers off wing as it was raining and would be slippery. Aircraft Fire Rescue came and confirmed no more threat with IR sensor. All passengers deplaned via stairs out main cabin door. No injuries reported.


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


Synopsis: Air carrier flight crew reported evacuating their aircraft when smoke began to fill the cabin shortly after pushback.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Blade
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While talking with [the copilot]; he noticed that a blade on the left engine was damaged. About two inches was missing from the tip of a blade.  During preflight that evening; it was raining heavily and I was wearing a rain jacket with a hood and aircraft was given a fast preflight. I didn't notice anything amiss. During the night's flight; the aircraft never had any incidents whatsoever. The aircraft had to be damaged by something while sitting on the ramp; because only one blade was damaged.




Synopsis: Citation 560XL Captain reported noticing fan blade damage while conducting the exterior preflight inspection; with no previous record of the occurrence.
Date: 201510
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Passing through FL180 on the PALACE8 Departure leaving DTW; ATC asked what our speed was.  On the departure there is a 280 knot restriction at the top of the chart. The Captain and I both missed it due to having our charts blown up to follow the route as the departure was briefed. We should have made sure to look at the whole chart. I think doing so many RNAV Departures with all airspeed and altitude restrictions on the route has us super focused on the route portion on the chart.We need to be more diligent with the iPad and making sure to view the whole chart. As a side note; maybe having the airspeed restrictions in the route box might help other pilots from making the same mistake we did.




Synopsis: B737-800 First Officer reported he and the Captain missed a speed restriction departing DTW because of the scale selected on their iPad EFBs.