elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Aircraft: Commercial Fixed Wing
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: Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: This aircraft came in late; we were on the jet bridge while the cleaners cleaned and rushed during this pandemic on a full flight sanitizing the aircraft properly is what we are promising our passengers. We did not see the cleaners with X sprayer on aircraft that is announced to our passengers. They are trusting us to provide a safe and clean cabin during this pandemic and a quick turn makes that challenging. Furthermore; passengers were boarded right behind crew; our bags were not put away we hadn't done safety checks yet and with people boarding made it challenging to complete during boarding process. No social distancing was done during boarding; customer service manager wrote in group chat to try to close on time. Meanwhile aisles are full; safety checks had not been completed and passengers were back into the jet bridge to terminal. As we all would love things to be normal we are not currently in that situation with a global pandemic. I was forced to have passengers standing directly in front of me with no room to turn because again; no social distancing took place. Not to mention I was told by company I was exposed on [Date]; by COVID positive crew member; so I was really trying my best to not be directly in anyone's faces and wore 2 masks just in case until I [am]  able to be tested. We have to do all we can to keep everyone safe and rushing quick turns and not properly inspecting is not part of our values. I was able to complete my checks right before the door closed.  And was able to brief UM after the door closed.




Synopsis: Flight Attendant reported quick turnarounds on full flights make it difficult to social distance; complete safety checks; and for cleaning crews to properly sanitize the aircraft.
Date: 201207
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Communication Breakdown
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were behind another carrier. [They were] already passed the [Runway 4R] ILS critical hold short. The other carrier took the runway and we were told to 'Hold short the visual hold short line.' Before we realized the visual hold short line is the same as the runway hold short line we had already crossed it. Instead of using the 'visual hold short line' just use 'hold short line.'


Second narrative: Taxied past the hold line on Runway 14 before realizing the hold line is coincident with visual hold line. [We needed] greater vigilance on airport diagram which indicated visual hold point. If Tower had specified ILS hold point it is clearly marked and requires no correlation in phraseology.


Synopsis: An aircraft taxied beyond the BOS Runway 4R Visual Hold Short Line on Runway 14/32 because the crew did not recognized it as the Runway Hold Short Line.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The take off was rejected due to a takeoff configuration warning. The flap position indicator was indicating that the flaps were just a little bit outside the 5 degree range.


Second narrative: During takeoff; we recieved a Take Off (TO) warning horn. I rejected the TO around 40 kts. I glanced at all of the items that would cause the horn to alarm and all were in the correct position. The First Officer (FO) notified tower that we were rejecting the TO and would be taxiing off on to taxiway A. From there I spoke with the passengers and Flight Attendants (FA) about the situation and called dispatch who connected me to maintenance. While on the phone we recycled the flaps; moved the condition levers forward and back; and numerous other items. We did another runup and still received the warning horn. The flap indicator was indicating just beyond the 5* mark even though it was in the detent. We returned to the gate and deplaned the passenger while I made a writeup. Maintenance came on board and replaced the flap indicator and that fixed the problem.


Synopsis: DHC-8 Flight Crew reported rejecting a takeoff at low speed when the takeoff warning horn sounds. After close examination it is determined that with the flap handle in the flap 5 detent the flap indicator shows the flap position slightly beyond the 5 degree position. The flight returns to the gate for maintenance.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL380; we were deviating around thunderstorms running north-south along the front range of the mountain ranges. While navigating through a gap south of ZZZ toward [a fix]; we noticed the engine oil quantity in the left engine had gone to zero and displayed reverse video. Shortly after that; the engine oil pressure became erratic. We followed the QRH procedures for low oil quantity followed by the QRH for low engine oil pressure. These checklists lead us to the Precautionary Engine Shut Down Checklist. We descended to FL220 and completed the Precautionary Shut Down Checklist. I notified ATC. I called dispatch and informed them of our situation. Due to weather and terrain considerations; we decided ZZZ1 was the safest [and] most suitable airport. I talked to the flight attendants and informed them of our situation following the guidance of our Non-routine Landing Checklist in the QRH. I informed them we planned a routine approach and landing and had no reason to believe we would need to evacuate. We completed the One Engine Approach and Landing Checklist as well as the Non-routine Landing Guidance in the QRH. We completed the Normal Descent and Before Landing Checklist; briefed and flew the ILS XX at ZZZ1 to an uneventful landing with fire trucks standing by. We came to a complete stop on the runway and I had the fireman visually inspect the aircraft. When given the all clear from ARFF; we taxied to the gate. The event occurred because we lost all of our oil from the left engine.




Synopsis: B737 Captain reported a loss of engine oil quantity and erratic oil pressure led to an in-flight shutdown and diversion.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a vector to intercept the localizer. I armed the localizer; which would have allowed everything to work out just fine. But; since we were 25 NM out; I thought it would have been better to capture the course in NAV mode. After I did that; the FMGC showed no NAV intercept. Then; I attempted to correct the problem by selecting Direct to a fix on the approach. Finally; I just rearmed the localizer and turned in with the heading bug to intercept the course. By then we were flying through the localizer. I clicked off the autopilot and turned in manually toward the course. The Captain grabbed his control side-stick to turn in more aggressively to re-intercept the localizer because we had gone far enough through that we approached the center line for [a parallel runway]. The whole time this was going on; I never looked outside to get a better situational awareness. We finally got back on the localizer for a stabilized approach. I have not been sleeping well. That is why I was tired prior to the start of the duty period. Furthermore; my marriage has not been going well. That is why I froze up for a couple of seconds and did not take the right action when it needed to be taken.  If I had only armed the localized and left it alone and used heading on the FCU to turn inward a mile before intercept; then none of this would have happened. This was due to a combination of over-thinking something and then being to slow to react when it went wrong.




Synopsis: A320 First Officer reported a course deviation on ILS arrival that was caused at least in part by fatigue and personal problems.
Date: 201211
Local time of day: 1801-2400
Location: PDK.Airport, GA
Flight conditions: VMC
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight phase: Final Approach
Airspace: Class D PDK
ATC / advisory: Tower PDK
Aircraft component: GPWS
Component problem: Design; Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On visual approach to PDK Runway 2R we received a GPWS Warning 'Obstacle; Obstacle.' We were well inside of the towers that are South of the airport. We took corrective action and climbed until GPWS warning was extinguished which continued into a missed approach. We stayed with Tower and entered a right down wind for a normal visual approach and landing to Runway 2R.Not sure why we received the GPWS obstacle warning. It was a normal visual approach pattern until the warning.




Synopsis: While on a visual approach to Runway 2R at PDK a C560XL flight crew received and complied with an EGPWS obstacle warning.
Date: 202012
Flight conditions: Mixed
Light: Dawn
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Parking Brake
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Weather
Primary problem: Ambiguous

Narrative: We were helping configure the airplane for de-ice. We set the parking brake and had maintenance pull the chocks and stairs. As the chocks were pulled; the aircraft started to slide down a sloped and iced parking ramp with the parking brake set. I turned on the hydraulics and the aircraft came to a stop. Minor damage was done to the left inner leading edge wing of the aircraft when plane contacted the crew stairs when it started rolling.




Synopsis: Cockpit brake monitor during ground deicing reported that the B767 aircraft began sliding; with parking brake set; once chocks were removed. Turning on hydraulics stopped the sliding; but after the wing was damaged by impact with aircrew stairs.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Rudder Trim System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Experienced a flight control issue on climb out. [Let ATC know the situation] and returned to departure airport. Landed without further incidence.

Callback: Pilot indicated that the flight control problem was a runaway rudder trim issue. The trim eventually stopped on its own; but he was unable to re-trim to neutral. He described the flight characteristics similar to a twin engine aircraft with one engine out. He was later informed that the problem was caused by a fault in the trim interface box.



Synopsis: The pilot of a PC12 experience a runaway rudder trim condition on climb out.
Date: 201202
Location: ADS.Airport, TX
Flight conditions: Marginal
Weather elements / visibility: 6
Light: Daylight
Aircraft: Embraer Legacy 600 (EMB135BJ)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather; Airspace Structure
Primary problem: Ambiguous

Narrative: I was flying with passengers to ADS. While being vectored on the downwind into ADS at 3;000 MSL an aircraft closed on us from eleven o'clock. The target started at 600 FT below and climbed rapidly into us. The TCAS called a traffic alert then commanded a climb. I disconnected the autopilot; selected climb thrust and pulled the nose up; asking my pilot not flying to inform ATC that we were vacating our assigned altitude for an RA. He did and the Controller said no problem; calling out traffic a mile to the left (it was much closer than that). The RA continued until 4;000 FT before we received a 'clear of conflict'. I returned to my assigned altitude and landed without further event. We never saw the other aircraft as he was hidden by clouds. Based on radio transmissions I think the aircraft was a VFR Cessna that climbed to maintain visual conditions but was in the clouds when we passed him. The TCAS worked perfectly and crew coordination on the escape was excellent.




Synopsis: A TCAS RA on downwind at 3;000 FT for landing at ADS cause an EMB135 to take evasive action by climbing to 4;000 FT.
Date: 202002
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Human factors: Troubleshooting; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Aircraft

Narrative: While inbound; we experienced a dual GPS failure. We recycled each com panel separately in an effort to trouble shoot the situation. After recycling; one of the GPS did fail again; momentarily; before it resumed operating normally. The Powder River MOA (Military Operating Area) is in the vicinity of our flight planned routes.




Synopsis: C402 Captain reported a dual GPS failure during flight.
Date: 201908
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was in a small fixed wing aircraft at 3;500 feet traversing to Vacaville via over Lake Berryessa. As we were at cruise; [we] spotted a boat on the lake that had a line going up towards the sky. We then both observed a paraglider; connected to that boat at approximately 3;000 feet and around a mile to our 11 o'clock position. I then maneuvered to the right to gain distance from the paraglider. We then observed the paraglider continued to be towed up to at least 3;500 feet; where he was then released. As the paraglider descended; they were doing multiple aerobatics. I made numerous calls on the multi-lake frequency 122.9; but had no response from the boat or ground crews. There were also no NOTAMs listed for this activity nor is there anything denoted on sectional charts. Lake Berryessa is a highly traveled air route for numerous VFR and IFR traffic. These paragliders present a serious risk; being towed over 3;000 feet with a tow line that is impossible for a pilot to see. A weekend flyer; traversing this area; would never expect to see this kind of paragliding activity.




Synopsis: During routine flight over Lake Barryessa; a pilot reported observing a paraglider in excess of 3;000 feet while under tow from watercraft causing pilot to take evasive action.
Date: 201411
Local time of day: 1801-2400
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class D VRB
ATC / advisory: Center ZMA; Tower VRB
Reporter organization: Personal
Reporter function: Pilot Flying
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: VFR flight following while conducting approaches and instruction for Instrument Rating.  After executing MAP VOR/DME VRB 12R asked by VRB tower not to turn until reaching alt 1200; then we were handed off to Miami Center.  We were asked to maintain VFR and to proceed as requested.  We practiced holding procedures on the published missed missed approach way point then requested vectors for ILS approach at FPR Runway 10R; we were given a heading and we broke out from the holding site at an altitude of 2000 ft. When we were in the middle of VRB's airspace we received a call from Miami Center asking us to maintain flight at or above 2600.  We proceeded as indicated and continued being vectored to FPR's ILS.As for a VFR flight we would need a clearance to get into Class B airspace but we expect Center to coordinate radio transmissions with different airspaces along a particular route in order not to switch frequencies every now and then to establish 2-way radio communications by ourselves.  I am filing this report assuming that VRB's tower did not want us to fly through their airspace while on our way to the approach at FPR and asked Center to instruct us to climb and get outside their airspace.




Synopsis: Pilot reports of violating Class Delta airspace while under flight following.