elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 0
Light: Daylight
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Aircraft component: Weather Radar
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Workload; Distraction; Fatigue; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Human Factors

Narrative: The very weak and notoriously unreliable weather radar in our Q400 frequently fails to turn on. Our Manager of flight standards prohibits us from writing this up. He has a reset policy that has us turn the radar off; (after it first takes a half minute to find it has failed); wait 45 seconds; then turn it on. By the time it goes through its warm-up cycle the airplane may have traveled 10 miles.ATC vectored us into an embedded cumulus cell; telling us there was an area of heavy precipitation at our 12 o'clock. When the Q400 radar was available it showed us only four miles from a level three cell. Radio congestion delayed our clearance for a left turn. It was necessary to revert to level one automation to increase our turn rate. During this high workload activity FO set the altitude alerter to 14;000. Climbing through about 10;900 ATC queried our altitude assignment. FO thought it was 14;000; Center said it was 10;000 and cleared us to 11;000.CA was flying. It was a 12 hour day following an FAR 117 minimum rest.




Synopsis: Q400 Captain reported an altitude deviation that stemmed from a high workload situation in bad weather.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
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: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am the FA (Flight Attendant) C and I was at the aft galley checking the carts when I felt a bit nauseous. 1-2 minutes later the FA A called and told me that the Captain wants to talk to all crew members in the cockpit. I went to the cockpit and the Captain asked about the aircraft odor and if there anything else that was unusual.  I didn't see the haze or smell any odor at the back; but it was warm at the aft. I stayed at the front galley with the other 2 FAs for about 10-15 minutes waiting for more information about the situation. While waiting; all of us (FAs) was coughing and had itchy throats. Then Captain told us the we are going to deplane. We all deplaned. We had paramedics check us out at the terminal. All vitals were clear. I; personally; am still feeling a little bit nauseous and still have an itchy throat.




Synopsis: A320 Flight Attendant reported fumes in the cabin; Captain ordered crew to deplane.
Date: 201603
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Passengers deplaned aircraft in order for maintenance to perform an engine check. Crew members and maintenance staff taxied to remote location in order to do so. I walked from coach cabin to first class galley to ask a question for the ops staff member and fell 8 feet down into the maintenance pit resulting in body injuries. The hatch opening had been opened. It was not signaled nor was there an announcement made to indicate crew should avoid the area. Surely a protocol must be put in place or already exists when the maintenance pit is exposed. It has to be made visible.




Synopsis: B767 Flight Attendant reported falling into an open hatch near the main cabin door which had been opened by Maintenance for troubleshooting. No warnings were provided nor barriers erected to prevent this type of occurrence.
Date: 201905
Local time of day: 0001-0600
Location: SNA.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Takeoff at SNA; flaps 25; 26k motors. Vibration both audible and tactile. Vibration went away once flaps and slats up. Leveled off at 15;000 feet. Speed 250. Contacted Dispatch/Maintenance. Decided to divert. I [advised ATC]; radar vectors to [Runway] 25L. We experienced some vibration at flaps 30 but when First Officer was correcting for wake induced roll; vibration was very noticeable. Uneventful landing. Left flaps at 30 so Maintenance could perform inspection.




Synopsis: B737 Captain reported flap problem on departure.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: I had just taken position a few minutes prior to the event. The controller who I relieved informed me about traffic that departed east bound and was unsure if they were still on frequency. Aircraft X checked in on the approach. I issued traffic 12 o'clock and 2 miles opposite direction intentions unknown. I reached out to the VFR opposite direction traffic Aircraft Y with a traffic alert and the pilot happened to be on frequency and reported traffic in sight. Aircraft X turned north of course to avoid traffic and stated that 'that was close'. Educate pilots to not fly close to final when departing eastbound. Controllers should remind aircraft to remain north of final eastbound.




Synopsis: Local Controller reported during receiving communications transfer an airborne conflict resulted in a NMAC.
Date: 201707
Local time of day: 1201-1800
Location: CXP.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G CXP
ATC / advisory: CTAF CXP
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Conflict NMAC; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was waiting for takeoff from RWY 27. Aircraft Y called in from north of the airport with the stated intention of crossing the airport midfield to enter a left downwind for RWY 27. Someone on the radio stated that there were two aircraft ahead of him; presumably for takeoff. The pilot of Aircraft Y stated on the radio that they would have time to take off because he was slow and would extend his downwind. From my perspective it appeared that the two airplanes waiting for takeoff were still in the run up area.I checked that final was clear; announced my takeoff intentions; and commenced my roll. At that point the Aircraft Y pilot stated that he was turning base. Then the pilot made some snarky comment and announced his intention to go around. I don't know how close we came because I didn't see him until I was departing on my crosswind leg to the south. When I finally spotted him he was bizarrely circling around midfield. Apparently he had cut his base leg extremely short instead of following the standard pattern procedure; which required a longer downwind leg for noise abatement considerations. This procedure was well circulated among the users of the airport; and is depicted in Title 19; the document which governs airport operations.I don't know why he did that after stating his intention to go further downwind; but it caught me by surprise. I just didn't see him anywhere in the air; and he certainly wasn't on final or a normal base leg. This pilot has a history of weirdness in traffic patterns; so the next time I hear him on the radio I will be even more alert than I am in the traffic area.




Synopsis: Experimental pilot reported an airborne conflict with a small aircraft at CXP when the arriving pilot apparently did not follow his CTAF stated intentions to enter the pattern.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
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 Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Captain (Pilot Flying); First Officer (Pilot Monitoring). Flight departed ZZZ. During the climb out; passing 11;000 feet; First Officer (FO) noticed Cabin altitude was at 9300 feet and climbing. FO immediately verbalize what was going on. Immediately we stopped the climb; put out O2 masks on; notified ATC and requested an immediate descent below 10;000 feet. We were cleared to descent to 7500 feet. Once at 7500ft; we ran the QRH; switch from Auto Pressurization mode to Manual mode (Per QRH). Initially it appears to be pressurizing on Manual mode; but then we lost the cabin altitude reading; it went to amber dashes. We (as a flight crew) made the decision to return to ZZZ. We entered a holding pattern SW of ZZZ to burn fuel (get close to Landing Weight) and run the Diversion Guidance (on the FRG). We hold for about 30 min. While at the holding pattern we contact Flight Attendants (FA); Dispatch; Maintenance Control and made a PA. We ran the appropriate checklists and got ready for an approach in ZZZ. We landed safely and uneventfully in ZZZ (on Manual Pressurization mode and with cabin altitude indicating amber dashes). Once at the gate; the FA was unable to open the main cabin door. We realized we were still pressurized so we dumped the cabin. FA opened the main cabin door and passengers deplaned normally.




Synopsis: EMB-145 Captain reported a pressurization problem during climb.
Date: 201409
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Final Approach; Initial Approach
Airspace: Class E ZME
ATC / advisory: CTAF HOT; Center ZME
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was in the process of taking over the sector. During my briefing; I heard Aircraft X cancel his IFR clearance into HOT. Aircraft Y was holding at HOSSY waiting his turn for a practice approach to HOT. The controller that I was relieving cleared Aircraft Y for an ILS approach to HOT. I took over the sector; and one of the first things I did was switch Aircraft Y to advisory frequency at HOT and ask the pilot to report his missed approach. A few minutes later Aircraft Y reported his missed approach. At the same time Aircraft X came back on my frequency to report that some aircraft had gotten very close to his aircraft while he was landing. I asked Aircraft X if he was reporting a near miss; and he said he was doing just that. I made sure that Aircraft X was safely on the ground; and then I reported the incident to management at Memphis ARTCC.I would make double sure that both pilots were aware of each other. In this case the second pilot knew about the first aircraft. There may have been a third aircraft out there that none of us knew about. The pilot of Aircraft X did not positively identify the other aircraft.




Synopsis: ZME Controller describes an NMAC where Aircraft X cancels IFR and goes VFR; and then Aircraft Y is cleared for an ILS Approach to the same airport. Aircraft Y cancels IFR and Aircraft X comes back on frequency reporting a near miss. Controller is unsure of the other aircraft involved in the near miss since Aircraft X does not identify it.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb; Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: First flight in this aircraft after being released from Maintenance for a speed brake rigging problem. Trims were all adjusted for neutral settings prior to departure. Immediately upon rotation aircraft rolled hard to left; it took immediate and concerted right aileron and rudder to maintain wings level flight. Verified position of trims at neutral position. Trimmed aileron approximately half way to right stop and rudder several clicks to the right to achieve straight and level flight. Aircraft flew normally from this point. Landed a few minutes later. Straight and level trim settings were outside parameters for normal takeoff. Wrote up aircraft for maintenance action. This is the 4th write up for roll control surfaces in less than a month. This could have easily ended up disastrously.I am not comfortable flying this aircraft until checked out by qualified test/Operational Check Flight (OCF) pilot. Also; there should be a policy in place that any time control surface rigging is adjusted or corrected then a flight by a qualified test pilot/OCF pilot should be performed before releasing the aircraft to the line pilots.




Synopsis: CE680 Captain describes roll control problems at lift off after accepting an aircraft from Maintenance that had had work done on the speed brake/spoiler system. Half of the maximum possible aileron trim is required to trim for wings level flight. Flight diverts to a nearby airport.
Date: 201304
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: In the last 30 minutes before walking out the door for my commute flight up to work; I noticed that I was beginning to experience very mild aches in my upper back. I thought about what I should do. I was thinking; will this actually turn into some type of illness or is it just temporary muscle aches. Unfortunately; my very next thought was the new sick policy tracking guidelines that I just read through a few days before. I felt heavily influenced by my; mostly vague because of its complexity; memory of the criteria that puts a pilot on tracking. I felt that it would possibly put me in jeopardy if I called the company to be put on sick list at this point so close to the departure of my trip. I took some Advil for the minor aches; got some rest on the commute flight up and felt fairly normal the rest of the evening. Half way to [the airport] I started feeling very fatigued and even though I took some more Advil. I informed the Captain that I was beginning to not feel too well. It was 2 am on our body clocks; so it was confusing to determine whether the symptoms were simply from fatigue. I suppose; in hindsight; that some adrenaline was keeping me going and the Captain asked if I was okay for the approach and landing; I said that I was. Quickly after we blocked in my symptoms began to increase; by the time we got to the hotel I began experiencing uncontrollable chills and realized that I would not be fit to fly the next day. Subsequently; I was diagnosed with the flu. The reason I described these events and submitted this safety report is because in hindsight; I was unfit to fly this flight for many reasons; not to mention the likelihood of spreading my flu to other crew members. I also felt that the company's new sick policy forced me into making a poor decision against my better judgment.




Synopsis: A commercial pilot was not feeling well but elected to take over-the-counter medication and continue his commute to work. Later; while functioning in the capacity of First Officer; his symptoms worsened. Subsequently; he was diagnosed with the flu. He reported that the company sick policy influenced his decision to continue working.
Date: 201605
Local time of day: 1201-1800
Location: HPN.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Landing; Taxi
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying and we conducted a visual to runway 16 at HPN backed up with the ILS. We were cleared to land runway 16 during a period of high traffic at HPN; including traffic arriving and departing both 16 and 11. During our roll out; the tower directed us to 'turn right on taxiway Hotel and contact ground'. This directive was issued as the aircraft had slowed to 80 knots and I had just transferred the controls to the Captain. He applied additional braking and started his turn after confirming with me that we were cleared to taxi on to Hotel. We both looked out the right side windows and observed a 'H' taxiway sign with an arrow to our right. The Captain turned on to what we both believed to be taxiway Hotel; but we actually turned on to the crossing runway - runway 11. We observed an approaching aircraft conduct a go-around and subsequently contacted ground to receive direction onto taxiway L. We taxied to the ramp with no further issues and no request from tower or other ATC to contact them.




Synopsis: Fractional aircraft First Officer reported that signage at HPN for taxiway Hotel is confusing.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 R Ovation
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was on final approach with a 7 knot right crosswind component and crabbing to the right. The plane was slightly low; so I added power for a few seconds and resumed normal descent. The need for the crosswind correction seemed to go away and I flared and touched down aligned with runway as in a no crosswind condition. The right wheel touched down very slightly before the left and nose wheel. The plane yawed to the right and started skidding. I applied left pedal/rudder correction and the plane yawed to the left of runway heading. The plane continued skidding down the runway and I didn't put in right rudder because the plane was slowing down and seemed stable and was concerned that if I did put in directional correction that the plane would over-correct back the other direction. The plane started to move in the direction of its left of centerline heading and went off the runway and entered the next taxiway. At this point I was able to line up the plane with the taxiway; brake; and stop before the hold short of the parallel runway. I communicated with the tower that I was holding short.I have started additional instruction on crosswind landings (and to review my flying in general). One conclusion was to have used right aileron after touching down.




Synopsis: M20 pilot reported losing control on touchdown; resulting in skidding and excursion from runway.