elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0601-1200
Location: MCI.Airport, MO
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MCI
Reporter organization: Air Carrier
Reporter function: Ground; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Ground; First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: After pushback; the First Officer (F/O) called for taxi. Our instructions were to; 'Taxi to 19R via M and A.' After referencing the 10-9 Jepp FD-Pro Plate; it was a reasonable clearance since Taxiway B was completely closed on there; plate 40-9 21 (date). We had also referenced the applicable NOTAMS prior to push; which did not state that B was opened. As we were taxiing on A; at about the intersection of A and A6; Ground Control said we were supposed to be on Taxiway B. And the F/O responded that if it was opened; 'do you want us to transition over to B?' The Controller said; 'No'. We continued taxiing to 19R without incident.


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


Synopsis: Air carrier flight crew reported they were given taxi instructions that did not agree with the airport chart.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure; while passing through 5;000 to 7;000 FT (approximate); the Flight Attendant called the cockpit and stated that [a] passenger had brought a fluid leak from the trailing edge of the wing to the Flight Attendant's attention. We declared an emergency due to leaking fuel and requested CFR. All pertinent emergency and normal checklists were read and complied with. After landing; CFR inspected the runway as well as the aircraft and reported that the aircraft was safe to taxi to the gate. The flight was continued with a new aircraft.




Synopsis: EMB-145 Captain reported that a passenger noticed a fuel leak after takeoff. The flight declared an emergency and returned to departure airport.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Training / Qualification
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This flight was handed down to me at shift turnover with a laundry list of various MELs. I was told they were all accounted for on the release; no other stories. Once [the] aircraft was airborne; I happened to notice one of the alerts that the swing Dispatcher had acknowledged was for a MEL addition; specifically MEL 26-XX-XX: ENG NO. #3 LOOP B - INOP. I also noticed that there didn't seem to be a broadcast message via ACARs to give the new MEL to the crew along with time/initials. I contacted the crew via ACARs and they confirmed that they did not receive the amendment; either via ACARs or voice; that they had lost track of it with all the other MELs on the aircraft. Normally; I would not give a MEL amendment once the aircraft was airborne; but in this case; since the MEL had been added correctly by Maintenance before departure; in fact before my shift ever started; I went ahead and sent time/initials to add the MEL.Not sure [about the cause]; you would have to speak with the swing shift Dispatcher. This aircraft already had 6 MELs; this one made it 7; so it could very easily have been lost in the shuffle or the Dispatcher overlooked sending it while dealing with the numerous other flights he was following. You would have to ask him.


Second narrative: This is such a petulant item. Apparently someone holds a grudge for whatever reason; I do not care. This particular flight had just landed prior to end of shift. It was most likely added as a last minute item prior to block out for the next flight leg which departed long after I was off-duty. MEL 26-XX-XX is an Engine Fire Detection Loop write-up. A very minor item. It was not on the inbound leg that I recall. Deferral items such as this occur quite frequently. The current responsible Dispatcher simply offers time and initials to amend the flight plan. In this case; the Dispatcher writing this chose not to do so without a fuss. There was an aircraft tail swap in ZZZ. Again; items of this nature occur quite frequently. Most dispatchers quietly amend the flight plan with time/initials to the flight crew or if time permitting [and] if deemed necessary; send out a new flight plan release. The Dispatcher who wrote this needs to leave his/her personal feelings for others out of the issues. We are all under stress with the Covid-19 environment and the heavy workload burden on each shift. There is no need for this pettiness. I have never filed an ASAP against someone for something as petty as this.


Synopsis: Dispatcher reported an MEL item that was not provided to the flight crew prior to the flight.
Date: 201502
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence
Light: Night
Aircraft: B747 Undifferentiated or Other Model
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: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Approximately at X Airway we encountered what I would term continuous moderate occasional severe turbulence.  We had previously sat the passengers down when we had light turbulence and we instructed the flight attendants to be seated immediately via PA.  Captain and Flying First officer were in bunk on their sleep shift.  We left the autopilot hooked up to help with control but the typical slow throttle corrections had me overriding the thrust settings to keep us out of the over speed and stall regions.  We were initially at FL370 but requested climb to FL390 as we thought we may get out of the turbulence because of the forecast (FL310-370) although this forecast ended about X Airway.  Optimal according to the FMC was approximately FL390.  When we finally attained clearance (CPDLC) and climbed it was actually worse and only reduced our margins.  The whole event was probably 10-15 minutes.  Aircraft control was maintained although the Auto Pilot was having a difficult time maintaining level flight.  I was ready to take over if it kicked off but felt overall it helped to have the Auto Pilot on.  We then asked for FL350 but it took over 3 minutes to get this approved (CPDLC and HF).  The biggest threat I felt was the airspeed changes with violent wind shifts and different velocity of the wind.  We never had an over speed although we were close many times but we had it go into the slow range above stall many times and I was concerned about stalling out this aircraft several times.  Near the end of the event we had the low hydraulic quantity #1 EICAS.  By the time we got to the checklist though we had lost all fluid and pressure (couple minutes with altitude changes; reports to HF; VHF for aircraft behind us; etc).  When this happened my Auto Pilot kicked off but I changed to the left Auto Pilot as well as my source select switch for the Flight Director.  We alerted the Captain to come out of the bunk area and we handled the resulting checklists and landed uneventfully at our destination [which was] also the nearest suitable airport.  Note:  Sigmet came out after our PIREP.




Synopsis: B747 First Officer reported they lost Number 1 Hydraulic System at the same time they were dealing with moderate to severe turbulence.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AHRS/ND
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise in VMC aircraft AP began to command a left turn into what was an erroneous wind vector that rapidly increased through 200 knots. AP was disconnected and control was established.Shortly after an Attitude Fail message was displayed on the PFD; followed by a red AHRS (Attitude and Heading Reference System) FAIL with associated loss of all pitch and roll data along with heading information. After a few minutes the system reset. It then failed again for a couple minutes before again resetting and operating normally for the duration of the diversion to landing.There were no other associated air data or GPS signal failures noted. Aircraft control and safety of flight were not jeopardized. Being day VMC was a significant factor in the outcome of this event. While the electronic backup instrument still had good attitude information it's heading also failed with the PFD. Steam gauge instruments are fully independent and provided good attitude information but being on the far side of the cockpit and not providing GPS navigation they are a poor substitute.Systems are Garmin G600 PFD and dual Garmin GTN700 navigators.




Synopsis: A TBM 850 pilot reported an AHRS (Altitude and Heading Reference System) failure at FL270.  The pilot then elected to divert.
Date: 201505
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: The Ramp Service Employees (RSE) were pushing a flight out of the C Concourse and were about half way out when an aircraft came around the corner and almost collided with the aircraft being pushed. The RSE was able to stop in time to not hit the other aircraft.




Synopsis: Ramp service was able to stop in order to avoid a collision with an aircraft which taxied around a corner during push back from ORD C Concourse.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to taxi; clearance was taxiway X; X1; hold short of Runway XX. Aircraft Y was approaching and was told to give way to us; aircraft X. Aircraft Y did not stop even though we turned on our landing lights to get his attention. We had to step on our brakes to prevent our nose from getting in the path of aircraft Y's right wing tip. Aircraft Y apologized to the ground controller and continued his taxi.


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


Synopsis: B777 flight crew reported another aircraft did not give way as ATC requested during taxi.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cirrus Aircraft Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Propeller Blade
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: While landing plane bounced several times. On third or fourth bounce I went around and landed uneventfully. Inspection of the prop revealed a prop strike had occurred. There was no indication that the strike had occurred.I was concerned about the runway length. This runway had a non-landing portion before it; so I planned to aim for this and land on or close to the numbers. When coming in I was low and slow; so I added some power but landing just short of the actual runway; this started the porpoise. In retrospect; I really should not have sweated the runway length which was only 500 ft shorter than my home field; and I should have just landed as I normally do; as I did on the go around. So the basic plan was flawed. Second when I was low and slow; I should have gone around; and finally I was slow to recognize the porpoise; and I initiated my go around one bounce too late.




Synopsis: Cirrus Pilot reported going around after a bounced landing that resulted in a prop strike.
Date: 201407
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Weather elements / visibility: Thunderstorm
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: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Confusion; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Weather; Procedure
Primary problem: Weather

Narrative: Departing ZZZ to PHX north west of the BEATTY VORTAC we painted a line of severe thunderstorms along our route. The longest route around these storms would have taken us a long way to the south of our route. My captain and I discussed the best course of action and requested left of course for weather upon which ATC replied 'left of course approved.' At some point soon after ATC came on with an urgent voice and said 'ZZZZZ you need to turn right immediately or you will be entering a Restricted Area.' We then proceeded to make about a 90-100 degree turn back to our right and continue to go-around the line of thunderstorms the long way to the south. Nothing was mentioned by ATC after the fact nor did we think twice about it after the fact; we were busy trying to avoid flying into a severe thunderstorm. Although we are aware of where special use airspace is our instruments do not tell us the exact boundaries of these areas. We as pilots rely on ATC to be our eyes and ears for these types of things especially during adverse weather conditions. In the future I will query ATC if I am in doubt of where a special use airspace boundary may be and avoid any issues.




Synopsis: An air carrier crew enroute to PHX was allowed a deviation left of course near BTY for weather and then ATC issued an immediate right turn more than 90 degrees to avoid entering a restricted area.
Date: 201208
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Sectors 18 and 19 were heavily impacted with weather and deviations all morning. The Supervisor had asked the Traffic Management Unit (TMU) to shut down the traffic but that was not accomplished. All aircraft were deviating off of their single flow routing and departures were still coming off metropolitan airports. With all of the climbing and descending traffic all deviating it was a complex situation. Aircraft were routinely deviating into adjacent airspace including New York Center and Philadelphia Approach. A321 deviated well into New York Center airspace and could not return to the Korry Arrival. My D-Side and Tracker were unable to get New York Center sectors to answer land lines for coordination/point outs. The situation was unsafe as A321 was more than 20 miles outside of my airspace. I advised A321 to squawk emergency. Eventually my assistants were able to effect coordination and New York Approach took RADAR. The weather situation was ongoing all morning and yet TMU continued to send aircraft into known weather; even after repeated attempts by the Supervisor to get the traffic stopped. We should not continue to push aircraft through severe weather areas; TMU should take preemptive; safety conscious steps to avoid these repeated situations.




Synopsis: ZDC Controller described a heavily impacted traffic period by weather conditions resulting in multiple airspace infractions due to deviation events. The reporter listed the lack of TMU interventions as problematic.
Date: 201211
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at cruise FL340 when the Cabin Pressurization Warning sounded. We donned our masks and initiated an emergency descent. Cabin altitude showed 12;000 feet and slowly climbing. We completed QRH procedures while descending. During descent the passenger emergency oxygen system activated and I was informed by the flight attendants that the masks had dropped. At 10;000 feet I had the flight attendants check the passengers for medical stress and/or difficulties. My decision [to continue to destination] was based on the [lack of] passenger [distress] and fuel status. Had we been low on fuel or if we had a passenger in distress; we would have landed [short]. Since there were no passenger issues and we had adequate fuel; I elected to continue to original destination. Landing was uneventful and deplaning was normal. There was a concern about the odd odor we noted when we removed our masks at 10;000 feet. Neither the First Officer nor I recognized it. I asked the flight attendants the cabin status and the A told me that the odor and mist were from the passenger oxygen generators.




Synopsis: B737-300 Captain experiences a loss of cabin pressurization at FL340. Oxygen masks are donned and QRH procedures are complied with during descent.  After leveling at 10;000 feet and after considering passenger distress and fuel status; the crew elects to continue to destination.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DJI Mavic 2 Pro
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Battery Mount (UAS)
Component problem: Design; Malfunctioning
Reporter organization: Commercial Operator (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person UAS Crew
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon safely landing I noticed that the battery had become partially dislodged during flight. Using Google search words of 'dji mavic pro 2 battery popping up' I found that multiple people have had problems and crashes due to the batteries coming out during flight. I believe this is a design flaw in the battery attachment method that could easily be corrected if the battery clip design was changed slightly; such that it provided a more captive interlocking engagement. I believe that a crash during flight; which according to various forums many people have had as a result of a battery becoming dislodged; represents a significant design safety flaw that should be corrected.




Synopsis: Pilot noticed the battery on the UAS became dislodged during the flight.