elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Service/Access Door
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on an IFR flight; flying at 7;000 feet; I heard a muffled bang; heard increased exhaust noise; and smelled exhaust fumes. Fearing a compromised turbocharger or exhaust system and the potential for fire; I declared an emergency to ATC and asked for vectors to the nearest airport (4 miles).  While descending; I asked ATC for the Tower radio frequency twice but they did not reply. After landing; it was quite apparent that they knew I was coming as the fire trucks were easily visible to me. I worried about not having contact with the Tower but thought that ATC figured I was busy enough putting the airplane down successfully. The muffled bang was the fuel sump door opening in flight. It was repaired and I was on my way home the same day. Great work on ATC's part!




Synopsis: BE36 pilot reports a muffled bang during cruise at 7;000 feet followed by increased exhaust noise and the smell of exhaust fumes. Fearing a compromised exhaust system; an emergency is declared and vectors requested to the nearest suitable airport. Post flight revealed the fuel sump door had opened in flight.
Date: 202011
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Captain came out to brief FAs. Told us [the] FO was not going to wear [a] mask in cockpit; anyone [have] a problem. I said I did. And would prefer to have him wearing [one] when we [are] in the cockpit. Captain continued to look for another FA to go in the cockpit.My take: If there is no courtesy to me or any of my flight attendants; why should we have to go in the cockpit? When I said I had a problem; he should have backed off. Yet; now he was telling us; he had no problem wearing a mask; but the FO had. Then; later; [the] FO comes out of cockpit not wearing a mask; and proceeds to talk (very close) to a FA standing near him; with no mask on. I reminded him; to go out; he had to wear a mask. He put his mask on.I have a problem with a pilot who does not care about our well being. Our health; our ability to work and stay healthy to support our families; and all that comes with us exposing ourselves. It is not acceptable and it should not be tolerated to continue to ask for a FA to go inside the cockpit when the FO was not going to wear a mask.Today; we had an XX:59 minutes duty day + hour before and hour after wearing a mask.  The least he could do is wearing a mask for 5 minutes when one of us goes inside to relieve them. It's intimidating; it's a disregard of others and disrespectful to all FA group; as if we do not matter.This is not company policy and someone should speak with him about caring for his coworkers; or anyone for that matter. Because I bet he is not wearing a mask where he goes. Just unacceptable. I have a problem with a pilot refusing to wear a mask when a FA goes in the cockpit; and whoever is reading this; should too.




Synopsis: Flight Attendant reported refusing to be in the cockpit to provide break relief because the First Officer would not wear a face mask. The Flight Attendant reported that the Captain asked for other flight attendants who would be willing to provide break relief under those conditions.
Date: 201810
Local time of day: 1801-2400
Location: DTW.Airport, MI
Flight conditions: Marginal
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Originally filed and cleared route involved the LECTR1 arrival; from TORRR transition.  ATC instruction to 'Descend and maintain 17;000 feet.' After passing TORRR the next ATC instruction was to proceed 'Direct HANBL.' Next ATC instruction was to 'Descend via HANBL1.' Initial thought was to cross HANBL at or above 11;000 feet and 260 knots; but that's on the HANBL.LECTR1 arrival; and not on the HANBL.HANBL1 arrival. That restriction is between 17;000 feet and 280 knots. Same fix name; different restriction. While still approaching 17;000 feet during the descent and querying ATC; we were instructed to 'Descend and maintain 15;000 feet.' Cause was too much similarity between the arrival names HANBL.HANBL1 and HANBL.LECTR1. There is too much similarity between the fix names that make up both arrivals; yet there are different speed and altitude restrictions using the same fix names. Lots of back and forth into KDTW lately between filed arrivals; then cleared arrival; only to get rerouted back to the original. Suggest not having the same fix names on multiple arrivals; or keeping the speed and altitude restrictions to said fixes the same amongst all the different arrivals that include that specific fix name. The names HANBL.HANBL1 and HANBL.LECTR1 as different arrivals are difficult to differentiate from each other since they are so easily associated together as one entity.




Synopsis: Air carrier Captain reported the different crossing altitudes proscribed for the same fix on two different STARS into DTW creates confusion that could lead to airborne conflict.
Date: 202102
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were at FL320 on the HLYWD arrival into LAX; and we had been given a vector off course for spacing. Upon rejoining the arrival we were given slower speeds until we actually saw an aircraft 5 nm in front of us. We were then assigned a speed of 250 kts indicated; then descend to FL240; followed by a clearance to descend via the arrival. I was concerned as we started our descent as we were clearly descending at a higher rate than the aircraft ahead of us and would be flying through their flight path at a close proximity plus winds at altitude were approximately 110kts. Suddenly our airplane began a roll to the right; I would estimate 20-25 degrees of bank; then it began rolling to the left at least 30 degrees of bank if not more and the autopilot disconnected itself. We were having an upset due to wake from the aircraft ahead of us so the Captain quickly recovered and I advised ATC what was happening and that we needed something different. They approved an offset to our course; and then advised the aircraft ahead was a B777. 5nm is inadequate spacing between a heavy aircraft and others. Fortunately we recovered well and landed safely. 99 percent of the time our folks in ATC do an absolutely outstanding job; and we couldn't do this without them! This event is unusual; but highlights an opportunity we can improve.I would also like to see better communication from ATC and a better understanding of the safety ramifications of wake turbulence - I frequently get the impression that they don't understand this risk adequately. I want to know if I'm in trail of a heavy aircraft! Sooner than later! It matters; it changes my expectations and I'm not consistently getting this information. I recommend more spacing; more and consistent communication about heavy aircraft ahead; and if I need to be vectored for spacing then let's address speed at the same time so I'm not constantly changing my configuration when I need to focus on flying.




Synopsis: B737 First Officer reported encountering wake turbulence on descent into LAX in trail of a B777.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: ZZZ Tower cleared us for takeoff on Runway XX.  While executing the before takeoff checklist below the line; and clearing the final before taking the Runway; Captain noticed a B747 on short final.  He immediately stopped the aircraft but not before the nose crossed the hold short line.  ATC issued a go around for the B747.  We were then issued a line up and wait clearance once the traffic was clear.


Second narrative: We were cleared for takeoff while we were taking the turn onto [Taxiway] XX for Runway XX. The FO (First Officer) started running the complete 'Before Takeoff Checklist.' I looked out my left side window and glare shield and did not notice anything on final. We continued rolling through the intersection and as we crossed the hold short line; through the flow I looked again and noticed a B747 just about to cross the threshold for Runway XX. I immediately applied the brakes and stopped. We remained clear of the runway; but were already over the hold short line. Tower issued the go around to the B747 and we remained in position until further instructions. Tower then instructed us to Line Up and Wait on Runway XX.


Synopsis: Flight Crew reported that during taxi for takeoff; ATC cleared aircraft for takeoff with a B747 on short final; resulting in a go around for the B747.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Flying direct route VFR with one passenger on board; Flight Following was initiated with Center shortly after departing. Approximately 6-7 miles due south of my destination during descent; encountered an Unmanned Aerial Vehicle at my exact altitude (3;000 FT) that passed between 50-100 FT off my left wing tip (west of aircraft). Passenger reported seeing rotors on vehicle. Pilot and passenger agree on color (red and silver) and approximate size range from 1.5-3.0 FT in diameter. Reported [UAV] immediately to Approach Controller. Upon clearing active runway was advised by Controller to contact Tower Shift Supervisor on and complied with request shortly after parking aircraft at GA ramp. The next day I contacted that Controller again and was routed to another FAA person and with her on the phone completed a FAA near-miss incident report.




Synopsis: A PA-28 pilot reported a near miss at 3;000 FT with an unmanned vehicle while descending to his destination in Class B airspace. The FAA was notified and recorded the event.
Date: 201410
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Climbing to FL 310 as cleared. Noticed TCAS target closing climbing through FL26.5. ATC told us to 'go back down and level off' at FL 260. Received an RA to 'descend; descend' and we acted accordingly. Descending aircraft came within 400 feet vertical clearance.




Synopsis: CRJ-200 Captain reported NMAC in climb at FL265.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Baron 55/Cochise
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 Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While practicing landings; the circuit breaker for the gear motor popped. I reset it and continued the practice session after a successful landing. On the next circuit; I didn't get a gear down indication. I flew away from the airport and did a manual gear extension. After a low pass where the Controller checked and indicated that the gear appeared to be down; I circled the airport waiting for emergency crews to be in place. I didn't think about the possibility of the gear incident forcing the voltage regulator to drop off and therefore continued to fly probably wearing down the batteries. On final; I didn't get full flap extension. Furthermore I lost comms; transponder; and PFD (Primary Flight Display) for a brief time as I circled the airport waiting for fire crews.In retrospect I should have switched voltage regulators to see if that fixed the electrical power. In addition; the fact that I had the nav lights on caused dimming of the gear indicator lights; making it harder to tell when I did have a positive gear extension which probably would have made the flyby unnecessary. I did land the plane without further incident and taxied back to the hangar. I intend to request a ferry permit with gear down to have the gear motor checked for a possible short or being ceased. In addition I will make sure the electrical system is operating properly before the ferry flight.




Synopsis: BE55 pilot reported a mechanical/electrical issue while flying and landed without incident.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification

Narrative: Flight Attendant called the flight deck and advised a passenger was complaining of symptoms of a stroke. The passenger stated she was a previous stroke victim. Flight Attendant made an announcement seeking volunteers with medical credentials. A male passenger identified himself as an Emergency Medical Technician (EMT) and began examining and treating the passenger. The EMT stated that; in his opinion; an effort should be made to land within one hour; or less. Captain and I assessed our situation considering time; distance and medical and operational services available and decided to continue to filed destination. We advised ARTCC we would be exceeding 250 KIAS below 10;000 feet. Upon contact with TRACON; in an effort to minimize taxi time; we requested and received clearance for the visual approach. We maintained approximately 320 KIAS throughout the arrival phase of flight and until such time it became necessary to slow for the visual approach. We landed without incident and taxied to the gate. The passenger was met and treated by Fire Department medical personnel.The airspeed deviations under emergency authority resulted in arriving at our destination approximately 18 minutes earlier than planned.


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


Synopsis: Air carrier flight crew exceeded 250 knots below 10;000 feet to expedite to landing airport due to medical emergency of passenger on board.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student was on his first solo flight while during his last landing he thought he was touch and go. I saw him touch down then raise the flaps; at that point I radioed to him full stop. I did not hear him add power but he said he did for another touch and go then upon hearing me he took the power out and preceded to stop. He locked down the brakes; the skid mark begins at the 1;000 ft marker on the other end of the runway. He was harder on the right brake than the left which caused him to skid off the right side of the runway. Which led him to strike a taxiway light with the propeller; the skid caused the right main landing gear tire to lose air and come off the rim. Then came to a complete stop.




Synopsis: Flight Instructor reported the first time solo student pilot lost control of the aircraft during landing.
Date: 201508
Local time of day: 1201-1800
Location: ORD.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Distraction; Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Upon turning final for RWY 28C; approach informed us that a UAV was spotted at 2700 on approach to RWY 27L. Pilots briefly discussed what to do if they saw it. It is a distraction when we are informed of this and now we are all looking for it as you have no idea if and when it can pop up. Very dangerous situation.




Synopsis: Flight crew is informed of UAV at 2;700 feet on final to ORD Runway 27L. The flight crew becomes distracted while on final to Runway 28C; as they looked for the conflict.