elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Fog; Rain
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Fatigue; Human-Machine Interface; Training / Qualification; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I fell victim to the dirty dozen; complacency. I was reading the AMM (Aircraft Maintenance Manual) to perform the leak test of the P1 and pitot S1 system when; in the middle of the test; I realized the airspeed indicator was not indicating correctly. I went back through the manual to realize that I had read it incorrectly. I saw that the circuit breakers needed to be 'opened' instead of 'closed;' which conflicted with what I thought I read. When I inspected the left and right pitot probes I saw the inner sleeve of our test equipment had melted around it and entered the probes; which caused the erroneous readings. After removing the damaged sleeves I realized that the test equipment; DPS1000; had a maximum limit of 60 HZ and should not have been plugged in to the aircraft galley outlet;which exceeds that limit. I did not see the limit on the test device due to it being on when I plugged it in. It booted up and tested normally so I did not look at that part of the device. I detected the problem by realizing the airspeed indication was not lining up correctly with the test equipment.It was my first time doing any work on pitot probes so I wanted to move slowly and read the manual; after being on the task for 6 hours and at the final stretch to finish it I began to lose focus. After I found the problem I began talking to my partner about writing a report and doing damage control by removing the damaged equipment.When I was looking through the manual my eyes went right to the breakers; glossing over the warnings and cautions. Maybe having those color coded; since we no longer have to print out papers due to the electronic systems in place; would be beneficial and more eye catching.




Synopsis: CRJ900 Maintenance Technician reported incorrectly performing maintenance procedure.
Date: 202104
Local time of day: 0601-1200
Location: ZZZZ.TRACON, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right after takeoff passing about 500 feet we lost auto throttles; They would not re-engage. Soon after; we noticed we had lost electric trim. We engaged the autopilot and discovered the 'Stab out of trim' light on the forward panel illuminated. We continued hand flying the aircraft and referenced the QRH 'Stabilizer out of trim' checklist. This checklist led us to 'Stabilizer trim inoperative ' checklist. We got a phone patch to Dispatch and Maintenance Control. The HF frequency(s) given were hard to use. Hard to understand; and dropped off repeatedly. At this point we had no autopilot; no auto throttle; we were manual trimming. Things to consider: at some point we had [advise ATC] and make a flaps 15 landing; we were heading out over the water where company communications would be difficult. Per Dispatch; the weather on the coast prevented any deviations until ZZZ north. We would have to get a waiver to enter RVSM airspace because we didn't have an autopilot; potentially affecting the fuel burn. If we continued on to ZZZ1 we would be making a landing in marginal weather after a very long day. Deviating to an airport in the [area] was the best choice. Discussed issues with Dispatch and ZZZZ; was chosen because of potential Customs issues. Dispatch called the station and coordinated what was needed. We [advised] ATC and diverted to ZZZZ. We configured early to burn as much gas as quickly as possible; and when light enough we landed uneventfully at ZZZZ.




Synopsis: B737 flight crew reported AutoFlight Systems malfunction after takeoff.
Date: 201512
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BWI
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing in on Tango; we were to follow another aircraft on Taxiway Papa. We began our taxi to follow the other aircraft; and at that point another aircraft was exiting Runway 10 at Delta. I then became concerned by his landing lights restricted visibility. We were not sure of the aircraft exiting Runway 10 of his intention. As we continued our taxi; we felt a non-level surface that caught our attention; and we proceeded to the gate. I then proceeded to do a walk around inspection and noticed there was dried dirt on the aircraft wheels. I called Maintenance and they did an inspection and found no damage. A logbook entry was made. There was no ATC inquiry and all passengers exited normally.




Synopsis: B737-700 Captain reported an excursion off the taxiway while taxiing to the gate at BWI.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR; 10
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Troubleshooting; Distraction; Confusion; Human-Machine Interface
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: At initial climb out my elevator / pitch control stuck in high pitch attitude. Climbed at high angle of attack. Attempted to decrease pitch but stick was frozen. Maintained full throttle to prevent stall and continued to climb attempting to evaluate problem. Problem was identified. My cell phone had slipped through the stick boot cover and jammed controls. Big hand and small opening. Was able to fetch my phone and free up controls. I climbed 500 feet into floor of Class C airspace. I pushed over the nose and made a rapid decent to clear Class C airspace.




Synopsis: Motorglider pilot reported they temporarily lost control of their aircraft and climbed into Class C airspace.
Date: 201506
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B SFO; Class E ZOA
ATC / advisory: TRACON NCT
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Automation Air Traffic Control
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: Aircraft X was leveled at 070 for traffic; Aircraft Y at 080.  Aircraft X reported Aircraft Y in sight; once they past; on diverging courses I climbed Aircraft X.  I was told that [the] Traffic Analysis and Review Program (TARP) said I had a wake turbulence remnant of 4.9miles and 900 feet.  If we have to separate for remnants we need to have a way to display them on our scope.  I would have to wait longer to climb.




Synopsis: A Northern California TRACON (NCT) Controller reports of being told that he had a wake turbulence loss of separation according to the Traffic Analysis and Review Program (TARP).
Date: 201907
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Immediately after takeoff out of ZZZ the entire cabin was engulfed with strong fumes smelling like burning oil. The smell was verified with the cockpit and all flight attendants. We all felt a strong headache; burning in the chest; nose and throat. I felt light headed as well and the C FA [Flight Attendant] almost passed out half way through the flight. The fumes seemed to dissipate after about 30 minutes but it all came back on the decent into ZZZ. Passengers were complaining so we took their names. Once we landed the mechanics took the plane and all three FAs called in sick; dead headed back to ZZZ1 and went to the urgent care immediately after we landed. We were told the aircraft had just come back from the hanger and they washed the engines overnight. I have been on planes that just had this done and this was a completely different smell. Since this has happened to me twice within 30 days. I think it would be important to double check the procedure on how the mechanics are washing the engines and making sure the solvent is completely washed out properly.




Synopsis: B737-700 Flight Attendant reported strong fumes throughout the passenger cabin immediately after takeoff which dissipated and then returned on descent. Flight attendants received medical treatment for health issues.
Date: 201409
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: Tower DFW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Tower cleared us for the visual to [Runway] 36L. Captain (pilot flying) set 2;300 for BOBIN in the MCP altitude window and initiated a descent. Leveling off at 2;300 we noticed Grand Prairie Airport. After landing we verified that Grand Prairie was a Class D airspace airport and this airport is not depicted on the DFW 61-19 [Runway]36L approach chart dated 12 Sept. 2014. There was no observed traffic visually or on TCAS; Tower did not give us a low altitude alert.The [Runway] 35R chart 61-18 depicts Grand Prairie Airport but is not depicted on the [Runway] 36L chart. Awareness would be enhanced if this airport was depicted on the [Runway] 36L chart.




Synopsis: A pilot reported that DFW chart 61-19 dated 12 Sept 2014 does not depict GPM and situational awareness about the Class D airspace would be enhanced if airport were depicted.
Date: 201708
Local time of day: 0601-1200
Location: APG.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Other 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Other All Phases
Airspace: Class E APG
Reporter organization: Contracted Service
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I operated a Mavic Pro UAV as RPIC (Remote PIC) accidentally within the border of the Class E airspace to the surface approach path into Philips AAF (APG). The problem arose due to airspace inspection that was not detailed enough. Due to my distance from controlled airports; I believed I was in Class G airspace; however; further detailed inspection of the airspace after landing the UAV showed that I was actually operating within the edge of the Class E airspace approach path. It was my understanding that two other people had confirmed that the area I operated the UAV in was Class G airspace; however they had either not done an airspace inspection or had done an incomplete airspace inspection resulting in the wrong airspace identified. As RPIC; it was my error in not double checking their airspace identification before operating the UAV. No conflicts with other aircraft occurred with this violation.




Synopsis: UAV operator reported operating within the borders of Class E airspace.
Date: 201404
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Weather
Primary problem: Weather

Narrative: I was working R57/58 combined. We had a front moving in from the west. It was a solid line about 125 miles long. The departures out of MCO were deviating east of course toward the warning areas. We had all of the Rainbow airspace at the normal release altitudes except for Rainbow C; which was hot to FL300. I asked the FLM to get Rainbow C FL240 and above due to weather deviations; and later reiterated that I needed the airspace. The FLM said Sealord would not release the airspace. At that point I was clearing the departures direct BEENO Intersection direct SAV to clear the SUA. Then Aircraft X said he could not go over BEENO due to weather and was turning to a northeast heading to avoid weather. I told the pilot that I understood he was exercising his pilot in command emergency authority and that he would be entering active military airspace. I had my D-side call Sealord to advise them what the aircraft was doing. We then called F11 and told them to stop departures and hold any that were airborne because aircraft were deviating into the active portion of the warning areas. TMU at this point had no plan in place to reroute aircraft and keep them away from the military warning area's. This was a CAR40 event. This happens all too often and is dangerous to aircraft flying too close to convective weather.The warning areas are for training. When we have a known weather event happening we need to advise Sealord what airspace we need in advance and Sealord should reconfigure as necessary to give us the needed airspace. Training should never take priority over safety.




Synopsis: Enroute Controller reports situation where weather is causing many deviations and an aircraft issued a direct to; could not use the route due to weather and possibly violated a warning area.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: While doing the exterior inspection; I noted two very large pallets of boxes with hazmat symbols printed on the box.  There were no UN labels; just pre printed hazmat symbols printed directly on each box.  I asked a ramp service man what they were and he responded that they were lithium ion batteries.  I looked at our dangerous goods form and found that all that was listed was two loads of dry ice in the forward pit; no lithium ion in the aft pit was listed.  While calling and talking to Dispatch and Load Planning; the First Officer came upon a list of excepted dangerous goods which includes an unspecified amount of lithium ion and lithium metal batteries.  This list does not have to be communicated with the Captain.  I would prefer instruction on what is allowed and why it is safe; instead of circumnavigating my authority.  I took the load this time; but in hindsight would have been more comfortable removing the load.  From now on I will remove the load; unless I am instructed on what is allowed and why it is allowed.  I consider these batteries a fire hazard and want to know what is on my plane and how that risk is being mitigated.




Synopsis: B777 Captain reported Hazmat cargo information was not provided to flight crew prior to departure. Dispatch/load Control informed flight crew the DG cargo qualified as an excepted item that did not have to be communicated with the Captain.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: In the landing phase a strong cross wind gust hit my tail and caused the nose of my plane to turn sharply left. This caused my left tire to leave the runway. I maintained a parallel track with Runway 5 and exited on Taxiway A then B to parking. I held right rudder but was unable to fully correct my path back onto Runway 5.




Synopsis: C177 pilot reported runway excursion on landing.
Date: 201502
Local time of day: 1801-2400
Location: MCI.Tower, MO
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCI
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On visual approach in VMC; Tower cleared us with 040 heading to Runway 1L at MCI. This brought us well inside FAF JISON; so Pilot Flying (PF) initially selected 1;400 feet on MCP to intercept glidepath from the left dogleg. I extended the centerline from the runway; then looked up and thought we seemed a little low. As I looked at the chart to determine a reasonable intercept altitude; Tower called out that he had a low altitude warning for us. The Captain was already arresting his descent with Vertical Speed mode as I responded that we were correcting. We turned final at about 300 feet AGL and landed normally. The weather was good VMC at night.My inexperience with the Captain contributed to this event. Also; I should have monitored our altitude more closely; with a reasonable intercept altitude already in mind. Uncertainty over the Captain's intentions and his mental picture of the approach contributed to a slow response on my part.




Synopsis: B737-700 First Officer reported receiving a low altitude alert from ATC on a night visual approach to MCI.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flight Director
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Distraction; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of 11000 ft; Captain's FMC failed; FD1 (Flight Director) failed; FO (First Officer) was flying; I attempted to select the first officer's FD and FMC; at this time the first officer's FMC failed; leaving us with dual FMC failures. [We advised ATC and started] to return to ZZZ; received vectors for an ILS [approach]. We also lost our FD; autopilots; we used ROSE mode and tuned the ILS; landed uneventfully.


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


Synopsis: A300 flight crew reported dual FMS; Flight Director; and autopilot failures during the initial climb.