elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL330 in smooth conditions we experienced several strong and numerous weaker un-commanded yaw inputs. The aircraft tail yawed to the left and then returned to a neutral position to the right. The right auto-pilot was on. During these events the amber 'brake temp' light illuminated and the brake values changed from zero to a different number such as 1; 2; or 3; and a loud hissing sound could be heard that ceased when the yaw ended. Due to the possibility of a flight control malfunction I [advised ATC] and diverted to the nearest suitable airport; and landed without incident.




Synopsis: B757 Captain reported diverting to an alternate after experiencing flight control abnormalities.
Date: 201907
Local time of day: 0001-0600
Location: SAT.Airport, TX
Light: Daylight
Aircraft: SR22
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E SAT
ATC / advisory: TRACON SAT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: While on an IFR flight plan to SAT Aircraft X was vectored to a visual approach to Runway 13R. At 15 nm straight in final to the runway Aircraft X advised he just passed a glider off his right and asked the Controller if he saw the traffic on the RADAR scope. No traffic was observed and the Pilot was asked to call upon landing. Pilot called [and] described the traffic as being 100 yards (300 feet) off his right and approximately 300 feet below. FALCON showed Aircraft X as being on a 15 nm final descending through 4;500 feet MSL when pilot stated passing traffic. Pilot was encouraged to file [a] report; but I later realized [an alternative] report was the better avenue.[I would] recommend an extension of the SAT Class C to include 5C1.




Synopsis: SAT TRACON Controller reported a pilot reported an NMAC with a glider while on Approach.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Gate; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately ten minutes after reaching cruise altitude FL360 we saw the master caution flicker. No light on recall. 2 minutes after that we had a steady master caution with hyd (hydraulic) light on recall. At that point we determined that it was System B through illumination of the low pressure lights as well as falling system B pressure on Hydraulic page. We [requested priority handling] with Center and requested vectors back to ZZZ. Set up for the ILS XX direct [the initial fix] and the CA (Captain) went through the QRH as we headed back. Uneventful flaps 15 landing; greeted by Fire rescue and they followed us to [the gate].


Second narrative: The aircraft had a loss of system B hydraulic pressure at cruise altitude FL 360. System quantity and pressure showed 0. We were approximately 75 miles west of ZZZ1 on filed route. CA (Captain) was pilot monitoring and FO (First Officer) was pilot flying. We requested priority handling and returned to ZZZ while completing appropriate checklists. Aircraft landed and stopped on RWY XX. After a safety check from ARFF (Aircraft Rescue and Fire Fighting) we taxied back to gate with a fire truck escort as a safety measure.


Synopsis: B737-800 flight crew reported loss of hydraulic system during cruise.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Wheels/Tires/Brakes
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Manuals; Human Factors
Primary problem: Human Factors

Narrative: April 2013; while performing a routine preflight inspection of a CRJ-700 aircraft; I noticed that the brake hydraulic lines were connected to the bottom two connection points on the Main [Landing] Gear (MLG). They should be connected to the upper two connection points instead. I notified the Captain of the problem and he contacted Maintenance and Dispatch. Maintenance confirmed that the hydraulic lines were installed incorrectly and needed to be corrected before departure; which they did. This action delayed our departure. This item/issue can be easily overlooked; and the flight may have departed in this condition; flight delay. [Recommend] check all Aircraft for this issue and correct.




Synopsis: During a routine pre-flight inspection of a CRJ-700 aircraft; a First Officer noticed the brake hydraulic lines were connected to the bottom two connection points on the Main Landing Gear (MLG). Maintenance was required to correctly position the hydraulic lines prior to departure.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other parked; but active
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was sitting in my Aircraft X facing south. I was running but stationary and finishing a couple checks before taxiing. I look up out my passenger side window just in time to see Aircraft Y taxiing in between me and the hangar with his wing passing over the top of mine. Completely caught me off guard and I thought we were going to hit each other. I say over CTAF 'I'm glad our wings didn't hit.' Got no response. I asked for his cell phone number so we could talk about what happened; got no response. I thought maybe he was off on a different frequency. When I saw him taking the runway; he made his call; so I said if I didn't get his cell phone number I'd have to report what happened to somebody. He said 'Go ahead and report it.'What he did was incredibly unnecessary and unsafe. To be honest; I was pretty angry at the time and am still pretty upset about it. I saw his wing over top of mine.




Synopsis: Pilot reported another aircraft taxied over their aircraft wing; and reporter attempted to contact other pilot.  Other pilot did not appear to care about what had just happened.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; 0
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Cruise flight. Light fuzz outside. Intermittent light chops. Airplane suddenly became uncontrollable with rolls and yawing. Autopilot disconnected and Pilot headset flew off the head. Radar in cockpit has very light to no return on the flight track. No ATC warning of precipitation or turbulence. General ride reports of moderate turbulence during flight. Pilot hand flew and controlled the airplane. [Occupant] in copilot seat who is not a Pilot but trained for right seat courses for radio use [advised ATC] and that [pilot] is controlling the airplane. Pilot contacted ATC once airplane under control and headset back to use. Loss of altitude; up and down drafts experienced. Pilot asked to maintain west heading away from the weather and to maintain 10;000 Feet at maneuvering airspeed. ATC agreed and then once in clear weather; assigned direct to ZZZ1. ATC controller asked to call Center once on ground and was complied. ZZZ2 was IFR and destination ZZZ was VFR. Remainder of the flight was uneventful in cruise without any issues and normal landing. Pilot talked to Washington center after landing. No airframe damage or Pilot/Passenger injuries. Severe turbulence reported by Pilot in air after the incident. On ground looked up by Pilot; three other airplanes including a CRJ; Gulfstream and A320 [Series aircraft] had reported Clear Air and other severe turbulence around the area.




Synopsis: EA50 pilot reported a momentary loss of control due to what was believed to be clear air turbulence.
Date: 201505
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We discovered a maintenance discrepancy with [our airplane].  It had numerous screw heads on the cockpit windows that were seeping rust and appeared to have some corrosion.  We called maintenance for guidance as we didn't see any MEL relief. Maintenance told us that he could Maintenance Carry Over (MCO) that discrepancy and to send in an Aircraft On Ground (AOG) that he would convert to an MCO.  After we did [maintenance] called back in an agitated state saying that he can't MCO rust and that we needed to change our [log entry] to missing paint.  We explained that missing paint wasn't the issue; it was rust and corrosion.  He said if the paint hadn't been missing there would be no rust.  We said it didn't matter; there was rust and we wouldn't change our write up.  He was very angry and hung up on us.  At the time we considered filing a report on the spot - however [the] Captain and I did not succumb to his attempts to influence or intimidate us into modifying the [log entry] and [safety reporting] has shown it is unwilling to address these issues as long as the pilots stand strong.  That being said; we were asked for crew member reports.  These reports are the first step in [company] investigatory process thus its clear the intimidation did not end on the day of the event. Our preflight was thorough and correct.  The submission of the [log entry] was correct.  The actions of maintenance and subsequently operations via its investigation are incorrect.  They are not investigating the discrepancy - they are investigating the timing of when we supposedly discovered it.  Apparently they have made no effort to talk with Maintenance as the discrepancy was noted near 45 minutes prior to departure - yet because of [the] phone calls and attempts to get us to change it; it wasn't pushed through the system as an AOG until 10 minutes prior to departure.  These were factors outside our control.  [Company] isn't interested in investigating the event - they are interested in investigating crew members who they perceive delayed an owner.  We did no such thing.  An unairworthy aircraft and poor maintenance procedures ultimately delayed the owner.




Synopsis: A flight crew discovered corroded cockpit window screw heads during pre-flight. They reported the discrepancy to maintenance who subsequently tried to pressure them to change their report to say the screw heads were 'missing paint'. They refused to comply.
Date: 201909
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Aircraft

Narrative: Following is the info that appeared in FPS when retrieving MEL/CDL:Aircraft X : OVERALL CAT STATUS: CAT3RVSM OPERATIONS APPROVED: YESFANS STATUS: YESMEL XX: ENGINE FADEC SYSTEMS - ENG 1 FADEC FAULT ADVISORY (LE VEL C)MEL XX: ENGINE FADEC SYSTEMS - ENG 2 FADEC FAULT ADVISORY (LE VEL C)MEL XY: CARGO HANDLING SYSTEM INOP - MCD BALL TRAY ASSEMBLY IN POSITION 16L HAS TWO BROKEN BALL CUPS.MEL XZ: AUXILIARY POWER UNIT INLET AND EXHAUST DOORS; DOORS ARE CLOSEDMEL XA: WEATHER RADAR SYSTEMS - WINDSHEAR DETECTION AND AVOIDANCE SYSTEM INOPMEL XB: GREEN NAV POSITION LIGHTS - INOP.OIL: THIS AIRCRAFT HAS BEEN MODIFIED TO HUD/EFVS-905 AND EGPWS WITH LANDING PERFORMANCE. ENHANCEMENTS (LPE). P LS REFER TO FLIGHT MANUAL BULLETINS 18-13 AND 18-14 . NOTE: TAKEOFF GUIDANCE <500 RVR NOT AUTHORIZED.Following is break down of issue that occurred: Advised ZZZ Ramp [Agent] of dry ice limits. [Ramp Agent] says they were told to void. [I] told her I do not show any restrictions like that; however; void to err on side of caution.Upon further investigation; workbench exception info pops up in WGT/BAL showing MEL XC. Called [Maintenance Control]; he advised MEL XC was cleared in AFW before departure. Spoke Ramp [Agent]; advised her [Maintenance Control] says MEL XC was cleared. Advised her to have ZZZ/Maintenance double check those positions upon arrival to verify they are good or not. E-mailed above info and picture of weight/balance. Sent a screen shot of weight and balance showing MEL XC. Checked automation problem as cause; however; do not know what caused this scenario to happen. That's why ASAP report is being filled; [I] want to ensure this is investigated and a resolution found out and communicated to all groups [Dispatcher/Maintenance Control/Ramps].




Synopsis: Airline Dispatcher reported communication breakdown with Ramp personnel regarding status of cargo handling system MEL item affecting Dry Ice limitation.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Passenger sprayed a can of Lysol all around his seat in the small confined area in First Class. This FA smelled a strong; bothersome smell that violated her breathing space. This FA stood at front of First Class and inquired what that strong odor was. Passenger arose arrogantly proclaiming; in a challenging manner that HE had sprayed Lysol showing the aerosol can. This FA told the FD about the strong bothersome smell and what the passenger had done. The response was that this FA should open the vents. This FA told the Agent what has transpired and he said he smelled it strongly and would not close until the smell dissipated some. This FA discussed dangerous goods with the other FA after 10K feet and read page xxx of the [manual] reading this aerosol can is NOT allowed in a carry-on bag. The CA was informed and said he would deal with it at landing. The Agent was informed of the incident. The passenger deplaned contently with his mask on. Passenger sprayed aerosol can considered dangerous goods in [the manual] and not allowed on aircraft as carry-on item. He passed through TSA with it in his carry-on.




Synopsis: Flight Attendant reported a passenger sprayed Lysol on and around his seat.
Date: 202106
Local time of day: 1201-1800
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We took off from Runway 30R at SJC with TEKY3 Departure; before reaching the SPTNS fix; we were instructed to climb to FL190 without restriction; seconds after the plane gave us a TA of an airplane that was 100ft below; seconds later we had a RA with said traffic performing the evasive maneuver which was to climb; we notified the ATC about the resolution; once clear of conflict we were instructed to resume our climb to FL190.




Synopsis: Captain reported a TA followed by RA on climb which resulted in a Near Mid Air Collision with the other aircraft taking evasive action.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: No Aircraft
Operator: Government
Mission: Utility / Infrastructure
ATC / advisory: Ground ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Airport Personnel
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Airport; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Requested to proceed onto Runway 15/33 from Taxiway J with one additional vehicle to perform some minor airfield maintenance; informed controller it would take a few minutes to complete. GND controller authorized my vehicles to proceed onto Runway 15 and 'hold short' of Runway XX/XY. Approximately 6 minutes later a [small aircraft] performed a touch and go on Runway 33 as approved by the Tower controller. This aircraft passed over both vehicles while they were along the edge of Runway 15/33 west of Runway XX/XY. Failure of the Ground controller and the Tower controller as well as the ASDEX system led to this incident.




Synopsis: An airfield maintenance crew was authorized by Ground to proceed onto a runway but hold short of the intersecting runway. Several minutes later an aircraft performed a touch and go on the runway they were on then passed close overhead.