elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed with another pilot in the passenger seat. After departure I contacted Tower and requested multiple touch and goes. Abeam the touchdown zone; I lowered the flaps and landing gear. I verified three green lights and both of us called out loud 'three green'. On final the flaps were lowered to landing and touchdown occurred about 1500 ft down the runway. Soon after the mains were down; the other pilot reached over and raised the landing gear without being instructed to do so. He advised that he had meant to touch the flap lever but inadvertently touched the wrong switch.




Synopsis: Bonanza 36 pilot reported the landing gear was inadvertently retracted on the landing roll when the gear switch was operated instead of the flap switch.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Operating aircraft during a loss of both packs and running the 'Pressurization - Unpressurized Flight Procedure'. We received Aircraft X with the right pack MEL'd. After extensively reviewing the MEL procedures for safe operation we taxied out to begin our short trip. During departure from Runway 1 ZZZ at 5000 feet when switching the bleeds from the APU to the engines we lost the left pack due to an 'L Pack Hi Press' caution message. I began running the 'PACK HI PRESS (L/R) Amber Message' QRH procedures and the pack would not reset. The captain transferred flight controls and radios to me to further diagnose the problem and procedures. After a few minutes we discussed climbing to 10;000 and requested higher from ATC. During our climb to 10;000 feet the cabin pressure began climb and eventually surpass our actual altitude (altimeter 7800 feet / cabin 8;200 feet and increasing); so we requested to descend and remain at 6;000 feet. The captain ran through the Hi Press procedures a couple of times in an attempt to reset our only available pack; with no luck and thus; led us to the 'Pressurization - Unpressurized Flight Procedure'. While performing the unpressurized flight procedure steps; the captain read to me; 'Altitude...Maximum 10;000 feet or lowest safe altitude'...I acknowledged. Then he read; 'Cruise airspeed....Not less than 250 KIAS'...I acknowledged. He continued with the remaining 6 steps and I acknowledged accordingly. When I heard 'Not less than 250 KIAS' I sped up to 270-280 KIAS; completely ignoring/forgetting the 250 KIAS speed limit below 10;000 feet. A minute or two passed and the captain performed an instrument scan and informed me of my error. We slowed to 250 KIAS and continued to our destination without further incident.




Synopsis: Bombardier CRJ-200 First Officer reported a speed deviation following the failure of the pressurization system that necessitated an altitude below 10;000 feet.
Date: 201809
Local time of day: 1201-1800
Location: CMA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: We were descending via the GUERA 2 arrival into CMA. After crossing JANNY waypoint and handed off to SOCAL Approach control from Joshua approach. SOCAL cleared us direct to SUANA waypoint and to descent to 6;000 ft from 8000 feet. During the descent to 6;000 feet; SOCAL advised us of traffic at our 11 o'clock position. As we passed through approximately 7;500 feet; we received the TA which turned into a RA and commanded a climb. We immediately followed the RA command to climb. As we passed through 7;600 feet after stopping the descent; we saw the traffic above us approximately three to four hundred feet above us. We were then commanded to initiate an immediate descent. Once the avoidance maneuvering ended; we advised ATC of the incident and returned to our assigned altitude of 6;000 feet.




Synopsis: Light Transport aircraft pilot reported an NMAC on approach into CMA airport.
Date: 201704
Local time of day: 1201-1800
Location: GSP.Airport, SC
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E GSP
ATC / advisory: TRACON GSP
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Weather; Human Factors; Company Policy
Primary problem: Weather

Narrative: We were doing a flight to GSP and ran into some rough weather near GSP where we were struck by lightning. We tried to go to our alternate; but they were no longer taking anyone there so we went to [a new alternate] because it was the closest airport without storms around it.We decided to divert to ZZZ after we tried our planned alternate and it was closed. We had no information from dispatch with where to go next so we decided to go to ZZZ.I believe this event occurred because of a weak communication with dispatch; allowing us to go into weather that could have easily been avoided by a reroute from dispatch. Our radar in the aircraft is not near as accurate as what dispatch is showing on the ground; so therefore they should have been warning us what we were headed into; but they said nothing! We sent them a message asking where they wanted us to go since our filed alternate was closed and they were in the middle of a shift change so the response was too late; we were left to make the decision on our own! We took action on the event by deciding to go to ZZZ and get the aircraft on the ground out of the weather! In the future I will be sure to initialize better communication with dispatch throughout the entire flight about the forecast conditions at my ETA at destination airport!




Synopsis: EMB-145 First Officer reported a lightning strike during arrival to GSP and faulted Dispatch for not warning them about the weather.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: After arrival I was sick and fatigued due to the inability of the company to provide adequate facilities to rest. I sent an ACARS message and called Crew Scheduling to inform them that I needed to be replaced. This event occurred because it was impossible to sleep in the hotel provided by the company. I was awakened several times (too many to count; but it was at least once per hour) that night until the morning when the chaos in the hotel seemed to stop. Very early in the morning there were many loud noises outside my room and the smell of cigarette smoke. This caused me to get out of bed and look out the window. I saw a man smoking a cigarette and yelling into a cell phone. He saw me and then yelled at me; 'What are you looking at....' I attempted to return to sleep but was unsuccessful in sleeping more than 30 minutes before the alarm went off. I have been flying and staying in hotels for many years and I have never experienced a night like this one. The hotel provided by the company had many unruly; loud and violent guests. I called the front desk and complained several times but it appeared nothing was done and my complaints were ignored. I communicated with the Captain and he had the same experience with other hotel guests being unruly; loud and he also observed violence on hotel property. He described seeing blood stains in the parking lot the next morning. He said he tried to take a picture but hotel staff would not allow him to take an unobstructed photo. I understand that being fatigued enough to not be able to continue a trip is extreme but after flying to ZZZ I was unable to continue. It simply would not have been safe! I would suggest the company provide appropriate facilities to crews for rest periods. After speaking with the flight attendants in the van to the airport they all felt the same but it appeared they feared repercussions if they did not complete the trip. I would suggest that the company do something to prevent flight attendants from being fearful of repercussions if they are not able to do their jobs.




Synopsis: A319 First Officer reports calling in fatigued after a poor night's rest caused by unruly guests in a hotel provided by the company.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Parking at the gate; as I began my turn into the gate area several vehicles; including a bus; crossed within 20-30 of the nose of my aircraft even though I was flashing my landing lights as they began crossing the gate area. I queried the ramp controller and was told it was the wing walkers responsibility to stop traffic on the 'road' at the gates.In all my years of flying; I've never been anywhere where aircraft did not have priority. If this is the policy in here it should be in the operational notes; as I was quite surprised when vehicles ignored me and continued crossing in front of me. It was a sudden stop.Any airport I've ever landed at; vehicle traffic gives way to aircraft under way. My habit is; as I begin to turn into my parking gate or taxi with vehicle crossings; turn on my runway turnoff lights to get the attention of any vehicles approaching the crossing. Here; no one stopped! So; I was forced to stop rather abruptly to avoid a bus.If; it is the ramp personnel responsibility to stop traffic; that should be in the airport operational notes. If not; then they need training on vehicle control on their ramps.




Synopsis: The First Officer of a B737 reported that when taxiing into a gate; vehicle traffic continually crossed in front of the aircraft.
Date: 201709
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flew all-nighter to ZZZZ. Uneventful good flight. Good 33 hour layover in downtown hotel. Leaving room on 23rd floor when an earthquake hit. Fire escape to safety. Driver found us to go to airport even though closed and our inbound plane diverted. Hung out at airport until inbound arrived at gate. Turn took a while and concern about ZZZ customs hours came up. Not working to have customs wait for our flight. It wasn't working so we were instructed to go back to the gate and spend the night. No rooms at airport hotels so we had to go back to the downtown hotel. Saw crew desk had us leaving at around XD:00 the next day. Would be a XA:30 departure from hotel. We both said too short after day's stress of earthquake and delays and cancellation. Seeing a possible upcoming threat we used our threat management skills and called Operations to move departure to XF:00 to head it off. Felt more safely prepared for upcoming duty day.


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


Synopsis: A319 flight crew reported that the rescheduled departure was pushed 2 hours later than the crew desk wanted to reduce earthquake induced stress and fatigue.
Date: 202002
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: IMC
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: The event began when we were cleared for the ILS 36L. We were following a heavy 777. Weather conditions were IMC with constant chop caused by light to moderate precipitation. The autopilot significantly undershot the localizer while attempting to capture from a normal 30 degree intercept. The aircraft began a series of sweeping turns to regain the course. The aircraft's reaction very well may have been caused by wake turbulence from the preceding heavy. The Pilot Flying disconnected the autopilot and set an appropriate heading to capture the localizer. While doing so; the aircraft's altitude climbed to approximately 3400 feet MSL. I noticed the aircraft in a climb and called out the altitude deviation. As Pilot Flying was correcting back to the original altitude of 3000 feet MSL; Approach Control monitor queried our altitude. As we corrected back to 3000 feet MSL; we had joined the glide slope. We continued the approach to a normal landing. The autopilot's poor performance; subsequent intervention; and potential wake encounter caused the aircraft to abruptly roll. This; I believe; caused both myself and pilot flying to fixate on correcting the roll attitude and focus on guiding the aircraft back to the localizer. By the time the altitude deviation was recognized; ATC had queried us regarding our altitude. I believe that myself and Pilot Flying were faced with a challenging situation that presented itself abruptly in poor weather conditions. I think we were correct in disengaging the autopilot and focusing instead on flying the aircraft; however; we should have maintained more vigilant on our scan. I believe the EMB's automation should be updated to allow for a more gradual and accurate localizer intercept. Additionally; I believe having smaller aircraft intercept the localizer at a point downwind of where a preceding heavy aircraft intercepted would lead to reduced wake encounters.




Synopsis: EMB Captain reported track and altitude deviations on approach to DFW; citing a wake turbulence encounter and poor aircraft autoflight performance as contributing.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Physiological - Other; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On takeoff we noticed an odor like Chlorine at 110 KTS. By 1;500 FT; it was more like turpentine. We declared an emergency; accomplished the QRH; smoke/fire/fumes checklist and returned to the airport for an overweight landing.

Callback: The reporter was told several days after this event that an 'O' ring in a wheel well hydraulic component had failed and allowed air to stream back along the aircraft belly during takeoff. The assumption is that it was ingested in an aircraft engine and then into the left pack. A previous night both engine high pressure bleed valves were cleaned and the reporter's first thought after detecting the odor was residual cleaning fluid on the valves. Before putting on his oxygen mask; he began feeling light headed. After landing he and First Officer sought medical attention and were told at the hospital that they had inflamed lung tissue. The reporter felt fatigued for about two days after the event and his personal physician gave him a steroid injection which seemed to relieve his malaise. Because the flight attendants were apparently not affected by the fumes and continued the trip; the reporter assumed the left engine and pack were the source of the fumes since the flight station receives all of its conditioned air from that source.



Synopsis: A MD-82 wheel well hydraulic component 'O' ring failed on takeoff allowing hydraulic fluid to enter the aircraft air conditioning system. The odor made the pilots light headed so an emergency was declared and the flight returned to the departure airport.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Decathlon 8KCAB
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Sea
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After normal landing; approximately 3 seconds into ground rollout; heard a loud crack and saw left main gear depart aircraft hitting left wing strut and then left side of fuselage. [I] controlled aircraft tracking straight down paved runway slowing down. As aircraft speed slowed [it] weather vaned into wind and I departed runway to the left still in control until wingtip dipped. [I] pulled engine mixture to off prior to stopping. Existing cracks in 33 year old gear caused gear to fail; which caused incident.




Synopsis: Decathlon pilot reports landing gear separation from the aircraft shortly after touching down on a paved runway. As the the aircraft slows it departs the runway to the left.