elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 0601-1200
Location: FNL.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Other 107
Flight plan: None
Mission: Other Inspection
Flight phase: Other All
Airspace: Class E D01
ATC / advisory: CTAF FNL
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person; Person Flight Crew
When detected: Other after flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I thought I was in uncontrolled airspace. I later found out that I was 3 blocks into it. Now that LANC [Low Altitude Authorization and Notification Capability] is fully functional; I will get familiar with it and be sure to use it when doing inspections.




Synopsis: UAV pilot reported being unaware the flight conducted was in controlled airspace.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot-Static System
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Human Factors; Incorrect / Not Installed / Unavailable Part; Logbook Entry; Procedure
Primary problem: Procedure

Narrative: There are a number of automotive detailing companies that are infiltrating with aviation and are performing cleaning/washing/polishing duties without any Airframe and Powerplant (A/P) Certificated supervision and with no entries into the aircraft Logbooks. Cleaning of aircraft is covered in the FAA's A/P Handbook Chapter 6-19 thru 6-25. Both interior cleaning and exterior cleaning are listed! Also; all aircraft being cleaned by these companies at ZZZ and ZZZ1 have aircraft washing procedures listed in their Aircraft Maintenance Manuals (AMM) which alone makes it an A/P ticket item. Three companies that are in violation of not using [Certificated] A/P's and not having any Logbook entries made about it; perform aircraft detailing; cleaning and waxing at both airports for numerous corporate and fractional owners.

Callback: Reporter stated the corporate and fractional owners of aircraft that auto detailers work on include: Citation 560XLs; Sovereigns; Challengers; Global Express; Falcon 50-900-2000s; Gulfstream G-4 / G-5s and Lear 35-45-60 series aircraft. Pitot and static ports are not being covered on many of these aircraft because the workers do not understand the purpose of the port openings on the fuselage and may not even have the necessary pitot-static covers with warning streamers. Reporter stated he has been in the maintenance business including Exterior/ Interior cleaning of aircraft for 25 years. The FAA used to come around at least once a week to check their operations; but he hardly ever sees them since the use of auto detailers has increased. His concerns could easily be verified if the FAA would just review the unsafe maintenance practices; lack of any A/P supervision and lack of logbook entries required by FAR Part 43 and 1.1 that the auto detailers should be required to follow.



Synopsis: An Aircraft Maintenance Technician (AMT) reports automotive detailing companies are performing cleaning/washing/ waxing/polishing duties without any certificated airframe-powerplant (A/P) supervision; and are not making entries of work accomplished into the aircraft logbooks. Also; pitot and static ports are not being protected (covered) during the washing/waxing phases on numerous corporate and fractional aircraft.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Approaching to land over trees into my private grass airstrip I realized I was too low and pulled up without applying power which caused the aircraft speed to drop to below stall speed and fall to the ground. The impact broke the bungee cords in the undercarriage which allowed the prop to strike the ground. No significant damage to the airframe. No personal injury incurred.




Synopsis: While on final approach to a grass strip; the pilot of a homebuilt biplane failed to add power when raising the nose to avoid trees on final and stalled. The aircraft contacted the ground upright; breaking the landing gear bungee cords and allowing the prop to strike the ground.
Date: 201906
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had just completed the safety demonstration and were stowing our equipment and securing the galley when the aircraft came to an abrupt stop. I flew back into the jumpseat. I called the aft flight attendants to see if they were ok. One of the flight attendants said he hit his hip upon the abrupt stop the other was sitting down already and was ok. I then called the flight deck informing them about what had happened to two of us. They said that an aircraft had come to a stop and felt the need to stop abruptly in order not to hit them. They asked us if we were ok and we said yes but pretty shaken up as it was so abrupt and harsh stop. We didn't feel the need to go back to the gate at that very moment. No PA was made explaining what had happened; no phone call to us. We had to call and ask for an explanation.




Synopsis: A Flight Attendant reported the taxiing aircraft came to an unexpected abrupt stop causing them to fall into a jumpseat and another Flight Attendant to injure their hip.
Date: 201604
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Light: Night
Aircraft: 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 ZAN
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training a CPC/IT on ATOP [Advanced Technologies and Oceanic Procedures] when Sector 69 called to apreq (Approval Request) Aircraft X at FL360 instead of FL350 going to Oakland ARTCC airspace. We advised we would call them back when the coordination with ZOA had gone through. I saw the trainee open the coordination window and saw that the altitude was FL360 and blue which means coordinated. So the trainee called Sector 69 back and informed him that FL360 was approved. We did not realize at the time that the coordination we had looked at was from PAZA [Anchorage Center Oceanic] to us; not from us to KZAK [Oceanic ATC Operations]. So FL350 was still the coordinated altitude to KZAK. A message did show up a few minutes later stated that the coordinated altitude and cleared altitude were discrepant. Aircraft X was still in the climb at this point so the message was deleted because we get that message all of the time going to [a foreign Center] when an aircraft is in the process of climbing. KZAK never called to question the discrepant altitude.This was a case of trainee and trainer error. I just did not notice that the facility in the coordination window was not correct for what we were trying to do. It would have been nice if the Oakland controller had called to question what altitude the aircraft was going to be at as I am sure they received coordination discrepant messages as well.




Synopsis: ZAN Controller described a situation where the trainee he was instructing did not ensure the correct facility was coordinated with. This caused an error of altitude to be coordinated with another Center.
Date: 201701
Local time of day: 1201-1800
Location: MIA.Airport, FL
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were taxiing into our gate at Miami when a blue pickup truck appeared from my left peripheral vision heading right toward our aircraft. I took evasive action by firmly applying the brakes. It instantly stopped the aircraft and was noticed by all onboard. The truck apparently noticed us at about the same time and veered hard to the left off of the painted roadway. A collision was avoided; but barely.This would have caused damage to the aircraft and truck; and maybe people too. The conditions were nighttime; and we were taxiing slowly; with taxi light illuminated. The truck came from under the terminal on the painted roadway; driving fast; and oblivious to the aircraft moving on the ramp. I tried to get a number on the truck; but they sped off before I could read it. I called the ramp tower and reported the incident; but he didn't have any luck finding the truck either. I made a PA to the passengers; and we continued to the gate. No injuries were reported to me due to the sudden stop.The driver of the pickup truck was not paying attention to his or her surroundings. I was taxiing slow; just approaching my gate area and didn't notice the truck until he was right below me.I will try to keep better vigilance in the ramp area. Vehicle operators need to slow down and pay attention!




Synopsis: Air carrier Captain reported he had to slam on the brakes to avoid a collision with a pickup truck on the ramp in MIA.
Date: 201901
Local time of day: 1201-1800
Location: CRW.Airport, WV
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C CRW
ATC / advisory: TRACON CRW
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: GPWS terrain alert while on RNAV (GPS) Y 23 into CRW. The alert came after passing ENIVY. We were at the appropriate altitude and vertical speed. The GPWS gave one terrain alert while we were IMC and we executed the escape maneuver. We told ATC and they said they didn't observe any terrain threats. We were vectored around for another attempt and landed with no further GPWS warnings. If the GPWS gives an alert it must be respected.




Synopsis: EMB-145 Captain reported responding to a GPWS terrain alert on approach into CRW that may have been a false warning.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Second reporter function: Captain; Pilot Not 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 FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had an ECAM alert for low hydraulic fluid in the Green System. We then followed all procedures.  The Captain made a crew coordinated decision to contact Center and declare an emergency. It was made clear to them that the emergency situation would impact only Approach and Landing at our destination and that further enroute assistance was not needed at that time. We needed specific handling at our destination and I felt that the sooner ATC knew about it the better because it involved not being able to exit the runway; and had our situation worsened at any time; controllers would have some insight into our initial aircraft malfunction and impacts.




Synopsis: An A300 ECAM alerted low Green Hydraulic System fluid so an emergency was declared enroute in order to allow the destination airport time to prepare for their arrival and being disabled on the runway.
Date: 201909
Local time of day: 1801-2400
Location: I90.TRACON, TX
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Situational Awareness; Physiological - Other; Confusion; Troubleshooting
Anomaly: Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Shortly after takeoff we were given an assigned heading of 360 (approximately a 160 degree left turn). The weather was inclement at the time of departure and we almost immediately entered IMC. The Captain called for climb sequence at which point I retracted flaps on schedule. ATC then assigned 16;000 ft. and a heading of 010; if needed; to avoid weather. As I was adjusting the FCP (Flight Control Panel) to 16;000 ft. and a heading of 010; the Captain called out; 'What's going on?' as he was hand-flying. I focused my scan back to the PFD which indicated we were at a level pitch attitude with increasing airspeed and decreasing altitude at approximately 2;300 ft. MSL. We lost approximately 500 ft. (1;800 ft. MSL) and gained approximately 90 kts. at which point the Captain reduced power and pitched back to regain altitude and airspeed control. At the time the event occurred; we reached approximately 290 kts. at an altitude of approximately 1;800 to 1;900 ft. MSL. The rest of the flight resumed as normal.There were several factors that may have contributed to this event: Departure into inclement IMC; moderate turbulence; moderate precipitation; task saturation; and high workload environment. The Captain also indicated he may have been momentarily distracted by the onboard weather depiction radar.Engaging the autopilot immediately after takeoff may have helped reduce pilot workload between the Pilot Flying and Pilot Monitoring.




Synopsis: CRJ flight crew reported inclement weather an turbulence on departure; causing spatial disorientation.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; 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: Strong oil smell during water walk. At row 16 aft. Passenger at XXD said he smelled an oil odor. We called the Captain and he said he had just turned off something and it should go away. It did go away. As we started the beverage service D FA (Flight Attendant) said she felt hot and flush. We did the beverage service. During the trash pickup I started feeling strange like the plane was swaying and I felt a bit foggy. When B FA and D FA got to the back; I asked them if they were feeling ok. They said they were feeling strange. I called A FA up front [and] asked her how she was feeling. She said she was not well and thought it was just her. The Captain was on the line and heard us. He said we had just made a bunch of turns and that may have been the reason we were a bit queasy. We all had various symptoms from nausea; headache; chest pain; and dizziness. We were taken to the hospital. Air quality issue.




Synopsis: Flight Attendant reported an 'oil' odor during cruise. Reporter stated all flight attendants experienced health issues.
Date: 201907
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Flight conditions: IMC
Weather elements / visibility: Rain
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 ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: I received a hand-off on Aircraft X at FL200 from ZNY Phillipsburg sector. There was a wall of heavy and mostly extreme precipitation directly ahead of Aircraft X that stretched north to south for approximately 80 miles. Aircraft X checked on my frequency requesting an immediate climb and left deviation for the weather. FL200 was in the data block as a hard altitude so I was unaware of any higher requested altitude. So I asked the pilot what his requested altitude was and he responded with FL340. I approved a left deviation and a climb to FL230 (which was my sector's ceiling) and flashed for higher to BKI sector. The pilot then told me that the previous Controller from ZNY would not approve any higher altitude or weather deviation and the pilot stated that the previous Controller put him in a dangerous situation. I called PSB sector and asked for control on Aircraft X and other aircraft in trail with the same situation happening again. The Controller stated that he had no traffic and they were my control. Aircraft X requested a phone number to speak with ZNY management over the incident because of the danger he was out in. Laziness from the ZNY Controller not putting in a higher requested altitude and not approving higher or deviations to aircraft for weather is extremely careless and unsafe to the flying public. That Controller; in my opinion; should receive disciplinary action and recurrent training.




Synopsis: ZOB Center Controller reported that an aircraft had requested deviations and higher altitude to avoid severe weather which were not approved by the previous Center Controller.
Date: 201308
Local time of day: 0601-1200
Location: ARR.Airport, IL
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Fractional
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Fractional
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was cruising on a heading of 180; 3;000 MSL 7 NM north of the town of Sandwich; IL. Using visual traffic avoidance techniques I noticed a plane off my left side approximately at my 7 - 8 O'clock position at the same altitude appearing to be flying in formation with me. Upon continued observation I noticed the plane heading in my direction on what certainly appeared to be a collision course. I'd had my beacon light; Nav lights and anti collision strobes on at the time but the pilot of the plane either didn't see me or didn't think he was going to hit me. Once I realized that a collision was imminent with the aircraft less than 200 yards away and approaching fast I pulled the engine throttle to idle pushed hard forward on the yoke to initiate an immediate dive and banked to the right to help exacerbate altitude loss. I dove down about 400 FT before recovering from that attitude. After stabilizing the airplane on a heading of 210 degrees I looked out; up and right of my windshield and noticed the other aircraft at its same altitude flying along its original course. I was unable to identify the airplane at the time. I immediately made a left turn to 090 degrees to return to my home airport. The entire incident from notice of traffic to performing evasive maneuvers was less than 15 seconds.




Synopsis: C172 pilot reports a NMAC west of ORD Class B at 3;000 FT with another aircraft closing from the 7:30 position. Evasive action is taken by diving and turning but the other aircraft continues on heading and altitude apparently unaware of the situation.