elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
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; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was doing beverage service when we experienced moderate/severe turbulence. I hit my head several times on the overhead bin. Pax had to help me hold the cart I moved the cart to the galley as soon as possible and stowed cart and took jumpseat. Flight deck crew never gave any warning to cabin crew and never made an announcement during the entire flight to warn pax or give any info.




Synopsis: EMB-175 Flight Attendant reported hitting his head on the overhead bin when the flight encountered moderate to severe turbulence. Reportedly; no warning was given by the flight crew.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 15
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I departed on an IFR training flight in a Piper Archer on an IFR flight plan. The weather was marginal VFR; 1;500 feet overcast; calm winds and visibility greater than 10 SM. I was sitting right seat and student was in left seat. The plane has a Garmin 430 WAAS equipped GPS with current data base. Our clearance was to maintain 3;000 feet and left turn to ZZZ1 VOR. Upon reaching 1;200 feet; I instructed student to start a left turn. We were cleared to 7;000 feet VOR 2 as a backup was not centering. We were right of course and I instructed student to turn left. The student said 'something was broke.' I immediately scanned instruments and saw we were in a steep bank; descending dive. Not knowing for sure if the instruments had failed and the greater than standard turn and excessive descent rate and I did not know what was wrong so I decided to [advise ATC]. ATC cleared us to any runway at [departure airport]. We broke out of the clouds within seconds with the airplane flying straight and level. Fire and rescue was on the way. I said it was instrumentation error and that we were fine. We reached the tie down and the firefighters asked us if we were oaky. All was fine. At this point; we tied the plane down and went home. The owner took the plane to an instrument shop the next day. The IMC was the first time for the student and may have been overwhelming. Taking control of the plane and leveling the wings was crucial to the positive outcome as well as [requesting ATC assistance] to VFR weather.




Synopsis: A flight instructor reported that an instrument student became disoriented due to an instrumentation problem that resulted in returning to visual conditions and a successful return to the departure airport.
Date: 201411
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Human-Machine Interface; Distraction; Confusion; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Hand off to approach control late. changed landing runway. Kept high till decent to FAF altitude. Behind profile till 1500 feet. Fast on final till 500 feet ref plus 20. Landed on speed in first 1000 feet of 13000 feet runway.Language barrier; late descent; changed runway.




Synopsis: Inefficient ATC handling resulting in part from communications problems due to language barriers resulted in an unstabilized approach for an A330 which nonetheless resulted in an on-speed touchdown in the first thousand feet of the runway.
Date: 201711
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Time Pressure; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise altitude FL400 we had an altitude warning light illuminate with the associated warning horn. We completed the appropriate checklist donning our oxygen mask and beginning an emergency descent. ATC was notified; inflight crew was coordinated with and company was notified via ACARS. At approximately 22;000 feet we regained control of the cabin and continued a normal descent to 14;000 feet to ensure terrain clearances. We returned to [departure airport] and made a normal landing.


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


Synopsis: B737 flight crew reported a loss of cabin pressure while at cruise altitude. After conducting an emergency descent; cabin pressurization was stabilized; and a return to the departure airport was successfully accomplished.
Date: 201706
Local time of day: 1201-1800
Location: CLE.TRACON, OH
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Aircraft: PA-24 Comanche
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E CLE
ATC / advisory: TRACON CLE
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I was receiving VFR vectors from Cleveland Approach in the CLE Class B airspace to transition from the south side of the Class B to BKL (Burke Lakefront Airport) in the northern portion of the Class B.  Weather was VFR with continuous moderate to occasionally severe chop.  Traffic was not a factor.  No traffic was called to me and only one target (at 10 miles) showed on the ADSB while in the Class B.  I was cleared at 3;500' with heading changes as necessary.  The aircraft was on autopilot.  At approximately IXORE intersection; I hit some extreme turbulence. The aircraft rolled more that 90 degrees right; altitude increased violently; then decreased violently leaving a net gain of 600' and a heading deviation of 40 degrees right.  This all happened simultaneously.  The autopilot disconnected; whether from exceeding its limitations or my hand hitting the disconnect switch; I don't know.  My first reaction was to roll level and then start a turn back to the proper heading and a descent down to the correct altitude.  The Controller asked if I needed any assistance. I declined as I was very busy.  Back on heading and altitude; I explained to the Controller what had happened.So far as I know; there was no loss of separation.  However; for a few seconds I had absolutely no control over the aircraft.  The experience was what I have always thought a wake turbulence encounter would be like; although I doubt that this was the case here because of the lack of other traffic.The one change I will make in my procedures because of this is to keep my seat belt even tighter.




Synopsis: PA-24 pilot reported loss of control for several seconds in severe turbulence that resulted in track and altitude excursions before control was regained.
Date: 201405
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B727-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Engineer / Second Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Engineer; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: While making our final descent into the airport I observed a complete loss of pressurization. I alerted the Captain to the situation by stating; 'I believe we lost the auto pressurization;' to which the Captain replied something to the effect of; 'Do not bug me with non emergencies;' or; 'I don't want to hear that right now;' something like that.I continued to work through the problem by switching to the Standby Mode. Upon doing so I noted no difference in the status of the pressurization; at which point I switched to the Manual DC Mode. At that point I was able to observe the outflow valve indicator driving to close verifying proper function of the manual mode. On approach I switched the system back to Auto (not functioning at this point) and continued with my Second Officer duties for approach. On the ground the Captain mentioned he did not feel it necessary for me to mention the failure during that phase of flight. I stated I disagreed; and the conversation did not really go any further. I finished my duties in the cockpit and secured the aircraft while the Captain and First Officer completed the paperwork. That afternoon I awoke to an email stating that the log had not yet been turned in. I called Flight Operations and they said that they had received the log. I asked if there where write ups and discovered that the issue had not been written up.  I also learned that our oil temperature gauge that was acting up had also not been written up. I promptly called the Captain and advised him of my concerns and he stated he would take care of it.  I also informed the other Captain on call in the event that they where asked to take the airplane prior to a solution being found.




Synopsis: A B727 Second Officer alerted the Captain about the Pressurization AUTO Controller failure on final approach; but the Captain dismissed him and he later learned the failure was not entered in the Maintenance Log.
Date: 201509
Local time of day: 1201-1800
Location: HZE.Airport, ND
Flight conditions: VMC
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operating under: Part 91
Flight plan: None
Flight phase: Landing
ATC / advisory: CTAF HZE
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Landed at HZE and topped off tanks for a five hour photo mission. The mission took a little longer we returned to HZE after 5.5 hours of flying (tanks hold 6 hours total fuel). On landing I noticed something in the grass just before the runway. After landing I saw a bunch of trucks and paint work crew off to the sides of the runway. I realized that what I had seen in the grass was supposed to be a yellow cross denoting a closed runway.The yellow cross was not clear at all and had not been properly held down; the wind had blown some of the legs of the cross on top of each other. The material was dirty and did not contrast well with the yellow/brown grass it was laid out on. The ASOS contained no info on the closing and the radio was unmonitored when I made my calls no one advised that the runway was closed but they must have heard because the runway was clear when I arrived.When I questioned the ground personnel they said they did not know when the painters where coming back so the NOTAM was issued after the work crew showed up. Lessons learned from this: get a hold of ATC check NOTAMs to see if something changed after a five hour flight.




Synopsis: Light twin pilot reports departing HZE and returning five and half hours later. After landing he notices trucks and a paint work crew off to the sides of the runway. The runway closure was denoted by a yellow 'X' that did not contrast well with the yellow grass and two of the legs had been blown loose by the wind. NOTAMs were not checked prior to return.
Date: 201710
Local time of day: 0601-1200
Location: PGA.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF PGA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: When entering Runway 33 for takeoff; I attempted to turn right into the displaced threshold area so as to use the full runway length. I was not expecting the raised runway end lights to extend ten feet into the runway; and was unable to see them over the cowling. My wooden prop struck the innermost light; destroying the prop. In retrospect; the chevron stripes on the area where I was attempting to taxi did not indicate a displaced threshold; but some kind of no taxi area which I had never encountered in 35 years of flying. There should be a warning sign there; or recessed end lights.




Synopsis: Small aircraft pilot reported propeller damage due to contact with a runway end light while taxiing onto Runway 33 at PGA. Pilot suggested better signage and markings would be appropriate to avoid future occurrences.
Date: 201407
Local time of day: 1801-2400
Location: DCA.Airport, DC
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: Initial Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Received GPWS terrain warning while on the River Visual approach to Runway 19 at DCA. We were cleared for the visual approach to 19 and cleared to land by Tower. We received the terrain warning while flying over some buildings on the western shore of the Potomac River. Shortly after receiving the warning; I adjusted pitch and power to correct the approach while at the same time we received a low altitude call from the Tower. We landed on 19 and taxied to the gate. A visual approach means that we are looking outside the cockpit.  I should communicate more with the pilot not flying to call off altitudes at specific points.




Synopsis: An E145 flight crew flying the River Visual to Runway 19 at DCA responded to a GPWS terrain warning followed up by a low altitude alert from the Tower.  The reporter cited a failure to maintain a rapport with the pilot not flying to monitor the appropriate altitudes as shown on the approach plate as a contributing factor.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: While at cruise altitude; about 100 nm northeast of ZZZ; I felt a faint burning sensation in my eyes and smelled a faint sharp odor. It was a condition I had not ever noticed before. I asked [copilot] if he noticed the same. He said no. I said I would talk to the flight attendants because sometimes they overheat things in the oven; she said that they had not used the oven. [Copilot] turned off the recirculation fan. The burning and odor had subsided. We went to the QRH and reviewed the Smoke and Fumes section. We discussed the need to divert in length and for me the overlying detail was 'to continue to the destination; the crew must acknowledge that the threat has been positively identified.' In my mind; we had not; so we both agreed to divert and ZZZ was about 80 nm away with all the services. After landing in ZZZ; CFR [Crew Fire Rescue] met us on RWY XXL and confirmed no fire; [and] we continued to gate. After deplaning the passengers; Maintenance came on board; we explained the condition. They later came back and said that there is a hydraulic leak and the fluid was dripping on to the PAC and those fumes were what caused the odor.




Synopsis: CRJ-900 First Officer reported smelling an odor during flight accompanied by health issues resulting in a diversion.
Date: 201501
Local time of day: 1801-2400
Location: RKRR.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center RKRR
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Human-Machine Interface; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were assigned to cross REBIT Intersection at 17;000 feet. I was Pilot monitoring. We were about 20 miles from the fix and I queried ATC as to our arrival. We were not filed for any STAR. They gave us the Coway One papa arrival for ILS 33R. I looked up at our descent progress and we were on profile to reach REBIT at 17;000 feet. I inserted the arrival in the Flight plan; and then realized we were not going to make REBIT at 17;000 feet; and announced as such to the pilot flying. I realized then that he was typing to activate the secondary which he had briefed as a backup. There were two Coway arrivals that would work for 33R; so I just thought it would be faster for me to insert the arrival in the primary flight plan. We never made REBIT at 17;000 feet and never heard anything from ATC. The First Officer told me upon debrief that the FMS went to Vertical Speed mode when I started typing; but he was focused upon activating the secondary flight plan. Moral of the story: Someone needs to fly the jet; all the time; only one person can type. I should have caught that. There were frequency changes; and other things happening to keep the Pilot Monitoring busy. The Pilot Flying should just fly; period.


Second narrative: We were cleared direct to REBIT intersection and told to cross at 17;000 feet. Even with the 100+ knot tailwind we had a good descent schedule. ATC then cleared us for the COWAY 1P arrival. I had put that in the secondary flight plan. Upon activating the secondary flight plan it formed a disconnect in the points. I focused more of my attention on getting rid of the disconnect instead of flying the airplane.I need to make sure as pilot flying that I put all of my focus on flying the aircraft. I need to let the pilot monitoring handle communications and the FMS. Even though the autopilot was engaged; my touching the FMS to activate the secondary flight plan caused ambiguity in the roles of pilot flying and pilot monitoring which resulted in a breakdown of CRM.


Synopsis: Widebody Transport flight crew; both intent on entering arrival data in the FMC; missed an assigned crossing altitude.