elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft was in position on the runway for takeoff. Flight Attendant called and said that she had a problem with a passenger and that she would get back to us. Flight Attendant then called a second time shortly thereafter saying the she had a passenger who was afraid to fly and wanted to get off the aircraft and that we needed to go back to the gate. The Flight Attendant B was on the phone relaying info to the Captain (CA); I was monitoring tower as we were awaiting takeoff clearance and was not in on this phone conversation. I asked the CA if he wanted me to get clearance to clear the runway; he said no; stay on the runway and see how long it takes to get our takeoff clearance. Our takeoff clearance came quickly from the tower and the CA said that we were going; and pushed the throttles up for takeoff. We found out later inflight that the passenger in question and 2 (or 3) Flight Attendants were standing in the cabin during takeoff. This event occurred because sufficient time was not taken to address the Flight Attendants concerns about this passenger. Adherence to CRM procedures and taking time to address problems on the ground would have prevented this issue.


Second narrative: While on runway waiting for takeoff clearance from tower; the #1 flight attendant called the cockpit and reported to the 3rd pilot that she had a panicking passenger that wanted to get off the airplane. I told the Flight Attendant B to tell her we were on the runway and that it's too late to get off. We are taking off now. After takeoff; the flight attendant notified me that they were in the aisle still standing when the takeoff was initiated. I informed her that I was unaware that anyone was standing at the time and that she should have been more specific as to the situation. I believe that the fact that the Flight Attendant B was on the phone relaying the message that the communication may have been confused or omitted. I believe that the specifics of the situation were not properly communicated or that the specifics did not get communicated because of the FB taking the call and transferring the info to me. The FB also told me that he was unaware of people standing at the time.


Synopsis: B777 flight and cabin crew reported a passenger had a panic attack while awaiting takeoff clearance. The Captain elected to take off as three flight attendants and the passenger were standing in the galley during the takeoff.
Date: 201704
Local time of day: 0601-1200
Location: THA.Airport, TN
Flight conditions: IMC
Weather elements / visibility: Fog; 1
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF THA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: Airport

Narrative: The marking leaving the ramp to the intersection of 36/18 and 06/24 are marked incorrectly. Upon approaching the hold short line; there is a sign that shows to make a half left turn to enter runway 18. In actuality; a half left puts you onto runway [24]. In low visibility the signs are very important. In this case they put me on the wrong runway. Thank goodness for my Foreflight which was able to get me to the correct runway!




Synopsis: A general aviation pilot reported directional taxiway signage at Tullahoma Regional Airport is not accurate and could lead to turning onto the incorrect runway.
Date: 201304
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: In climb out of FL330 encountered significant wake turbulence from B777 6.5 miles ahead of us. Aircraft rolled about 45 degrees left then right and left at less bank during recovery. [We] notified ATC; placed seat belt sign on and seated flight attendants during recovery. No injury or aircraft problem noted at time. After flight one flight attendant notified us she banged her shoulder while taking seat and may report if still bothering her tomorrow for medical advice.


Second narrative: Notified LAX Center immediately and was told we had legal separation. It was fast and violent; Captain as pilot flying did a superb job. We briefed the passengers what happened and answered all questions as they deplaned.


Synopsis: A320 flight crew reported wake vortex encounter in trail of a B777 at FL330 in the LAX area that resulted in sharp roll and a minor flight attendant injury.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: We left at XA:20 and landed at XC:49. We blocked in with over four hours before our next flight (XH:00 flight/XG:15 report) and called Crew Scheduling to arrange a hotel room. The A and C Flight Attendants and I were extremely tired. We waited for over 40 minutes from the time we deplaned until the time we were en route to the hotel. Once we checked in to the hotel we had 90 minutes until we had to be downstairs to catch the shuttle back to the airport. I had one hour of sleep total. The next day I felt fatigued on the flight; as did the rest of the crew who had the long sit. If there were was an emergency or medical situation; I do not think our crew would have been 100 percent sharp and alert due to lack of sleep. Have a hotel and shuttle arranged before landing and a longer sit/layover time with adequate rest.




Synopsis: A B737 Flight Attendant described a continuous duty over night during which only one hour of actual sleep is obtained.
Date: 202107
Local time of day: 0001-0600
Location: RNO.Tower, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: During the RNAV X 16L approach into RNO; we passed the KNACK approach fix at 6;900 ft.; as depicted; then set 6;200 ft. for WARAX and descended. The weather was IFR and our aircraft was not equipped with vertical guidance for this approach; so we descended quickly to see if we could get below the smoke layer. Reno Tower advised us to check altitude and said that we had a Low Altitude Warning. We double checked the approach charts and our altitude settings and found no error. We continued with the approach with no further Altitude Warning and did not need to adjust our altitude. The approach terminated with a missed approach due to low visibility and a diversion. Possibly a higher descent rate than what would have been suggested by an aircraft equipped with vertical guidance.Possibly a slower rate of descent or a navigation system with vertical guidance and would be very helpful.Upon arriving at LNAV minimums on the RNAV 16L approach into Reno; we were unable to get the runway or runway environment in sight due to smoke and low visibility. We decided to go around at the missed approach point and divert to ZZZ because it did not seem that conditions would improve for a second attempt at a landing. Low visibility; inaccurate meter report.




Synopsis: Air Carrier Captain reported an ATC Low Altitude Warning while on approach into RNO.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Approach; Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 'Steering Inop' caution message on EICAS. EMER/ABNORMAL procedures complied with; and Captain declared an emergency. Normal landing to full stop on the runway. Steering inoperative nuisance message; reset; event ended.


Second narrative: 'Steering Inop' caution message was presented. We followed the procedures in AOM 1. Declared an emergency. After landing we conducted the reset procedures in AOM 1.


Synopsis: CRJ-700 flight crew received a steering inoperative EICAS alert during approach. An emergency was declared.
Date: 201412
Location: ZZZZ.Airport, FO
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: On takeoff just after liftoff #1 engine N1 and N2 RPM rolled back toward idle for approx. 5 seconds. Engine relit and accelerated back to Max power thereafter and all systems continued to function normally.  Suspect the rollback was due to momentary fuel starvation due to air in the cross feed line combined with high fuel flow demand at Max power.  Aircraft was operating under an MEL for Tank 1 AFT PUMP - INOP; which requires a fuel system check and recirculation procedure be performed after each refueling.  This Aircraft tankered fuel into Mexico; sat for 14 hours; and was not refueled; therefore the MEL procedures were not required/performed. All systems were normal and the flight was continued to destination without incident and no emergency was declared. The MEL procedures should be changed to require the circulation procedure to be performed before each flight vice only after refueling.


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


Synopsis: Flight crew reported #1 engine flamed out momentarily; then regained full power shortly after rotation; because of a suspected fuel starvation related to an active MEL.
Date: 201505
Local time of day: 0601-1200
Location: 82V.Airport, WY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 188 (Ag Wagon/Ag Truck/Ag Husky)
Operator: Other Company
Operating under: Part 137
Flight plan: None
Mission: Other Aerial Application
Flight phase: Landing
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Excursion Ramp; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Unexplained right swerve on rollout could not be corrected by full control deflection and aircraft departed the runway.




Synopsis: Cessna T188 pilot reported unexplained loss of directional control on landing roll that resulted in a runway excursion.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Because the autopilot was deferred when we accepted the aircraft in ZZZ; the Captain; pilot flying; would hand-fly the duration of the flight. After departing from ZZZ; around 13;000 ft.; the Captain; pilot flying; noticed it was difficult to trim. Shortly thereafter we received the STAB TRIM and MACH TRIM caution messages simultaneously. Once the messages appeared; we ran the QRC and QRH checklists. After completing the checklists; the messages initially cleared but came back once the Captain attempted to trim again. We then [requested priority handling] with ATC and proceeded direct to ZZZ1 and asked that the trucks be ready for our arrival as a precaution. After completing the checklists; [requesting priority handling]; and making our arrival plan with the malfunction; we discovered the FO (First Officer) side trim was operational. We then decided I would continue the flight as pilot flying and perform the flaps 20 landing as directed by the QRH. Even though I was able to trim; we continued to treat the system as if it might fail at any moment; which is why we made sure to continue to follow the QRH checklist with the flaps 20 landing. It would be much easier and safer to go around in that trim position than at flaps 45. The flaps 20 landing was conducted safely with no issues.




Synopsis: CRJ-900 Captain reported that while hand-flying during the climb the Mach trim and stabilizer trim were inoperative; leading the flight crew to make a precautionary landing.
Date: 201909
Local time of day: 1201-1800
Location: HEF.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E PCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During climb to assigned altitude of 2;000 feet MSL; a TCAS warning showed an aircraft approaching from our left within 2 miles. As I was starting to level at 2;000 feet MSL; the TCAS indicated he was at my altitude and on a collision course. I climbed up to approximately 2;200 feet and the target crossed 100 feet below me. I did not see the aircraft. We advised ATC of the evasive action as we returned to 2;000 feet.




Synopsis: C525A Captain reported executing an evasive maneuver when a TCAS Alert activated from traffic approaching within two miles at same altitude.
Date: 201910
Local time of day: 1801-2400
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: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Wing Trailing Edge
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While conducting a ferry flight due to aircraft flaps locked in the Flaps 9 position; Approach assigned landing Runway XX. Flight crew informed ATC they were unable XX and needed the longer Runway XYR. After a brief discussion with ATC; flight crew informed ATC that this was due to the available flap setting [based on] the ferry permit. ATC stated that it is their policy to roll the Fire Rescue in the event of a no flap or partial flap landing. Captain informed ATC that this operation was under a pre-approved ferry permit and was not necessary for priority handling action. ATC checked with their Supervisor and; out of caution; rolled the Fire Rescue; and treated the flight as a priority handling. The flight crew did not declare an emergency. The flight continued and landed normally. On the ground; the Captain gave the all clear to ATC and they subsequently cancelled the priority handling.While explaining why the flight crew could not accept the smaller runway; the flight crew informed ATC of the abnormal flap configuration. Although this was a planned situation for the flight crew well in advance of the flight; ATC was unaware until the longer runway was requested. Although it was explained that this was a ferry flight and pre-planned and approved; ATC made the decision to treat the event as a priority handling due to their policy.It was the policy of ATC to treat the abnormal flap configuration as a priority handling. Flight crew continued flight as normal. Communication between Company/Dispatch with ATC prior to flight may have allowed ATC to be better informed of situation prior to arrival. ATC treated the situation as a priority handling per their policy.




Synopsis: EMB-145 Captain reported that due to aircraft flaps locked in the Flaps 9 position; ATC provided priority handling during landing due to ATC policy.
Date: 201208
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was issued a clearance for the RUUDY4 departure; ELVAE transition; from TEB. Flew initial part of the departure; but upon reaching WENTZ turned direct to ELVAE. ATC noticed the deviation and immediately issued vectors back on course. The turn to ELVAE was due to my failure to enter TASCA and RUUDY into the GNS 530; and following the system cues rather than the written departure instructions.Additionally; I was flying at 5;000 FT; which I had as my altitude clearance; but all other aircraft departing TEB on the same departure were assigned 4;000. I was handed off to the next controller before I could inquire; and took that as confirmation I was at correct altitude.




Synopsis: An M20J pilot failed to comply with the track of the RUUDY RNAV SID from TEB. ATC alerted and assigned a vector when he started a turn direct from WENTZ to ELVAE.