elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, 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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL220; we observed that the Cabin altitude was rapidly climbing (no associated EICAS message). When we saw it; the cabin altitude indicated 8;800 FT and climbing. The highest altitude I observed was 10;400 FT. We performed the memory items; initiated an emergency descent; contacted Center. We were given clearance to descend to 10;000 FT. The Captain also called the Flight Attendant and told her that we were in an emergency descent and to prepare the cabin.On the ground; the Captain contacted Maintenance Control and had the pack number 2 placed on MEL because it was inoperative. We followed the procedures as we are trained and the flight landed safely without further incident.




Synopsis: An EMB-145 crew cruising at FL220 detected the cabin altitude climbing through 8;800 FT with no EICAS messages so they declared an emergency; completed the memory items and descended to 10;000 FT. The right pack was MEL'ed inoperative after landing.
Date: 201504
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were about 3 hours into our flight when the deviation occurred. Earlier in the flight we were encountering Mountain Wave and various levels of Turbulence over the Rockies and west of the Rockies.  We were given a Direct to BAM which we proceeded to fly.Sometime later we were given a Direct to SLOWN intersection; then Direct to BAM; on course.After a Frequency change; or two; we were informed by Salt Lake Center that GPS jamming was now in effect for our area.  We noticed shortly thereafter that our navigation was no longer a GPS; but now dead reckoning.  We already had the next VOR (BAM) in our radios; so we made sure we had a good identifier and proceeded direct to BAM.We forgot that our earlier clearance of direct BAM was superseded by the Direct SLOWN clearance.  We were in the middle of taking bathroom breaks when ATC advised us of being off-course.  The First Officer (FO) was flying at the time and flew the vector assigned. When I came back into the cockpit; the FO went back to use the restroom.  We were cleared back to BAM; we were fairly close to BAM at the time; with very strong winds out of the North our turn was going to overshoot our desired course; the controller gave us a heading direct to 'LLC when able'Losing our GPS function in the aircraft is not much of a problem; except when we are specifically flying direct to a fix.  Some of our airplanes have IRU's which is then no problem.  On this airplane; when it happens again; we should recheck our Situational Awareness; ask for vectors until we are assured of what course of action we will take.




Synopsis: Air carrier Captain is informed of GPS jamming in ZLC airspace and issued a revised route of direct SLOWN direct BAM. When the jamming takes effect; the crew forgets they were cleared direct SLOWN and uses the VOR to proceed direct BAM; which ZLC questions.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Premier 1
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was in the takeoff roll on runway XX at ZZZ when a Cessna taxied across the runway causing me to reject the take off in order to avoid a collision. The Cessna pilot later said that he called out his intentions but neither of us in the jet heard that call. We were at 100 kts at the time of reject.




Synopsis: Flight Crew Flying RA390 Rejected takeoff due to traffic on runway.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During cruise at 37;000 FT; engine instruments indicated low oil pressure (8 PSI) and 0 oil quantity. We immediately referred to the QRH and performed and in-flight engine shutdown. Air speed started to decay and a descent was initiated to FL250. FMS indicated a drift down altitude of 26;500. An emergency was declared with ATC. Aircraft was currently 80 NM from ZZZ which was considered the closest suitable alternate because of time required to descend; run checklist; and coordinate with Dispatch and the flight attendants. A controlled descent was planned and accomplished with no intermediate level offs until configuring at 2;000 FT on final approach. All checklists were completed and an uneventful; single engine ILS was flown. Fire coverage noted no abnormalities and escorted the aircraft to a jet bridge. Passengers were deplaned while arrangements were made for continued transportation. All involved agencies and services did an outstanding job in seamlessly assisting the crew in getting the aircraft and passengers safely to the gate.We were aware that the left engine was newly installed and there was a preflight discussion between the pilots on whether and engine change required any kind of functional check flight. Special attention was given to the engine during preflight but no discrepancies were noted. I am not familiar with how often engines are changed or removed from aircraft outside of 'C' checks. Functional check flights are required following those inspections for many reasons. If the number of engine changes outside of 'C' checks are rare; I wonder how many in flight shutdowns during revenue flights could be avoided if a functional or operational check flight was required following the hanging of a new engine.




Synopsis: B737 pilot described an in flight engine shut down due to loss of oil quantity and pressure. The flight diverted to a suitable airport after declaring an emergency. The engine was recently installed on this aircraft.
Date: 201207
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Staffing
Primary problem: Human Factors

Narrative: I was working a trip that was scheduled to layover after a five hour flight. When we arrived we departed the aircraft and were in the process of putting our bags on the transportation van to go to the hotel when a ground employee approached and informed us we needed to contact Crew Scheduling and that we were working back that night. When you know you are scheduled for a duty day potentially as long as 14 hours with no crew rest break and you will be up all night you can be properly rested and prepared. This drafting situation caught me completely unprepared and not properly rested. I believe that the safety of the flight was compromised by crew fatigue. We were constantly reminding one another of duties that needed to be accomplished like briefing the exit rows and we didn't remember to pass out baby vests until immediately after we were airborne. I couldn't remember the First Officer's name and I only remembered the Captain's [name] because I know him. Even though we have a procedure to verify doors are armed/disarmed I felt the need to check and double check that my door was armed at departure and disarmed on arrival because I couldn't remember if I had even touched my door. I was physically exhausted and when I found myself nodding off while sitting on the jumpseat I realized that I needed to stand up to stay awake. I even found myself struggling to stay awake while I was on my feet. I know too that I was mentally exhausted. We were not provided with a crew meal and I believe that the lack of proper food/nutrition was a contributing factor to my level of fatigue. I can only speculate on how I would have performed in an emergency situation but I do know that my reaction time and mental acuity was compromised and I would have been unable to perform to the best of my ability.




Synopsis: B757 Flight Attendant reports being informed after a five hour flight that the expected layover has been canceled and the cabin crew will be working the red eye flight back. Extreme fatigue and associated mental errors are reported.
Date: 202007
Local time of day: 0601-1200
Location: HJH.Airport, NE
Aircraft: Small Aircraft
Operating under: Part 91
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport
Primary problem: Airport

Narrative: During the landing rollout I noticed something on the runway just beyond the turnoff. It looked like something fell off a truck. After decelerating I pulled past the turnoff to see what was on the runway. It appeared to be about 10-20 pieces of commercial grade fireworks; each about 3-4 feet wide/tall. The boxes took up the right half of the runway and would posed a significant hazard to landing and departing aircraft that were on the ground and could have caused a significant accident. There was no NOTAM active for the airport. I called the airport manager who seemed aware of the issue. I spoke to an airport volunteer on the ground who indicated there was a permit issued to use the runway for fireworks and the airport had been NOTAMed closed but nobody verified the runway was cleared before canceling the NOTAM. She said she would inform the mayor. Shortly after several vehicles appeared and cleared the runway. Only one vehicle had flashing lights. A twin engine aircraft had to abort its landing due to the vehicles on the runway. It is unknown if the vehicles were communicating via radio; I would guess not since the aircraft went around at only about 50 feet AGL. I called 1800wxbrief to report the hazard. When I checked on with center after departure I informed the Controller the issue was resolved and she asked what happened. In the future the airport should be NOTAMed closed until the runway has been VERIFIED to be cleared of hazards. The information should also be broadcast on the AWOS.




Synopsis: Light aircraft pilot reported the runway was partially blocked with commercial fireworks boxes even after the NOTAM was lifted; causing at least one low altitude go-around.
Date: 201903
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Cabin Crew Seat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once again today on the aft jump seat harness was installed incorrectly. We wrote it up with the flight deck.Can someone please let me know why this issue hasn't been resolved as of yet. Last [Fall] on a previous [safety report] they said they were going to inspect the fleet; obviously this hasn't been completed. How many [safety reports] are needed to fix this issue?




Synopsis: Air carrier flight attendant reported the aft jump seat harness was installed incorrectly; and further stated this was a continuing issue that had been reported previously.
Date: 202112
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out; our FA's (Flight Attendants) informed us that a manure-like odor was emanating from the aft portion of the cabin. We were navigating through light rain and avoid larger areas of precipitation depicted on the radar. Once at a safe altitude; we conferred with the FA's about the location of the odor; it's intensity; and if they were feeling okay. Pack 2 was shut off based on the report from the cabin and IAW [In Accordance With] with the FOM and QRH. The odor then quickly dissipated. We then contacted Dispatch and Maintenance  via Satcom about the odor issue. We then double checked with the flight attendants that the odor dissipated and checked on their condition as well as the passengers condition. All felt fine and were well. We informed Maintenance and Dispatch that the odor had dissipated and that we were going to continue the flight. Both Maintenance and Dispatch concurred. I informed Maintenance that the odor issue would be written up in the aircraft logbook. The odor was not present in the flight deck or the forward part of the cabin.




Synopsis: A321 Pilot reported Flight Attendant informed flight crew of 'manure-like' odor in passenger cabin during climb. Flight crew secured Pack 2 which caused the odor to dissipate. After conferring with Dispatch and Maintenance the flight continued to destination.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Military Transport
Operator: Corporate
Operating under: Part 125
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
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: We had filed an IFR flight plan to ZZZ with the intention of cancelling IFR and landing at a private landing strip [in that area]. We were talking with Center and asked to cancel IFR and proceed VFR. ATC acknowledged our IFR cancelation but asked us to keep our code for VFR flight following. Descending through 8500 we lost communications with [Center] so we switched our squawk to 1200 and proceeded to the private airstrip to land. We landed without incident. [Early] the following morning we were awaken by Customs and Border Protection (CBP) Officers who said we had been reported as crashed [the previous evening] and ATC had initiated a Search and Rescue (SAR) for our aircraft. I then checked my personal phone after having it in my flight bag since landing and saw I had numerous text messages from the AF Rescue Center. As soon as I noticed this I responded to their text and they called me immediately and I reported that we were in fact fine and we had not crashed; that we had cancelled our IFR with ATC which they acknowledged and had proceeded to the private airstrip to land. In the interim from the report of our going missing and the next morning; a SAR effort had been initiated with CAP and CBP aircraft.




Synopsis: Corporate pilot reported becoming aware the morning following a normal landing at a private airport that his aircraft had been the subject of a search and rescue effort.
Date: 202104
Local time of day: 1201-1800
Location: TPF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class B TPA
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying VFR on a cross country from LEE to TPF. I was approaching TPF from the east and aware of the Tampa bravo shelf at 3;000 feet. My altitude underneath the shelf was 1;900 feet and I continued westbound towards the field. The shelf lowers to 1;200 feet approximately 6 miles from the airport; which I was aware of and planning a descent.At 3 miles from the airport I believed myself to be at traffic pattern altitude of 900 feet but realized I forgot to continue my descent and had incorrectly read my altimeter to be at 900 feet when I was actually at 1;900 feet. I quickly descended to 900 feet. Upon reviewing my track log I realized I had flown at 1;900 feet in the Tampa Bravo above the 1;200 feet floor for approximately 3 miles and 1 minute.Prior to conducting my planned descent; I was approximately 5 miles south/southeast of VDF when I observed traffic flying ahead of me; crossing from my right to left. The traffic was slightly above my altitude but presented no collision factor. Simultaneously; I looked off my right wing and observed a small red objecting approximately 300 feet off my right wing.I scanned and observed the object for approximately 10 seconds and observed what appeared to be either a drone or an RC helicopter; which I thought to be impractical due to my altitude. It was spinning rapidly in circles and stayed in the same spot and altitude; until I passed it out of view.This occurred before my planned descent and may have contributed as a distraction which led me to forget my descent and incorrectly read my altimeter.




Synopsis: GA pilot reported observing a UAS pass by their aircraft.  After this distraction they forgot to descend as planned and entered controlled airspace.