elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Upon first contact with the push crew she informed us that we had a HR [Human Remains] in the rear baggage compartment that 'reeked of raw flesh and is a horrible smell'. I notified the CA [Captain]. He then coordinated with several ramp/load/gate managers to resolve the issue. I was in my manuals trying to find guidance. Cargo Procedures Manual chapter 'Packaging Requirements'. I also referenced chapter 'Incident Reporting'. From there the CA determined it would not be smart nor safe to carry the HR in its current condition. Ramp manager and load manager agreed and HR was removed. The compartment had several other customer bags as well as child strollers. After the HR was removed the flight continued as planned. I am not familiar with embalming procedures. I feel the push/load crew notifying us was the correct thing to do. No suggestions.




Synopsis: A 737 pilot was advised that human remains aboard the aircraft were not suitable for transport; due to a significant odor emanating from the baggage compartment.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Human-Machine Interface; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Captain (CA) PF; First Officer (FO) PM. At FL370 while in cruise phase just north of ZZZ I noticed my airspeed starting to deteriorate. I glanced over at the FO's instruments and noticed his airspeed increasing. I then disconnected the A/P; A/T and went on Standby Attitude Indicator and began a descent to 16;000 feet; requested priority handling and began running the QRH for IAS Disagree. We also experienced an altimetry anomaly. FO showing high and CA showing low. As we descended my airspeed reached 120 Knots and was below the stick shaker 'hook' on the Speed Tape while the FO's airspeed indicator was showing at or in excess of Maximum. Notified Dispatch; the flight attendants; passengers and ATC. At about FL200 the instruments on our PFDs began to stabilize in the normal range. This particular issue had been written up in the Aircraft Logbook 5 previous times. I asked Operations if they rather have the aircraft in ZZZ1 or ZZZ2. Returned to ZZZ1 as per Operations request. Cruised at 14;000 feet in order to land below MAX Landing Weight. Landed in ZZZ1 at 144;000 pounds with no further incident.Repetitive AML Entry.Keep aircrafts either parked or flying for the duration of this economic downturn; do not rotate aircraft in and out.


Second narrative: [Narrative provided no additional information.]


Synopsis: Air Carrier flight crew reported reoccurring altimeter and airspeed maintenance problems on an aircraft that had been in and out of service several times during the 'economic downturn.'
Date: 202012
Local time of day: 1801-2400
Location: CBF.Airport, IA
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D Y; Class E ZKC
ATC / advisory: UNICOM CBF
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: After landing at CBF the airport manager approached and asked about turning on the PCL [Pilot Controlled Lighting] lighting. Airport manager stated that it was very expensive for airport lights to be turned on and asked if local pilots and flight instructors could be coached on not turning the lights on so much during the day and at night when not necessary. It was explained to airport manager that turning on the lights is at the pilots discretion and a potential safety issue and asking them to try to monitor turning runway lights on and off to help airport control their electric expenses seemed as counter to safe operations of aircraft.




Synopsis: Pilot reported Airport Manager's request to ask pilots to avoid using pilot controlled lighting due to cost.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Ferry flight for annual inspection after extensive repair. Aircraft was put in proper configuration for take off. Although trim was set properly in the cockpit mechanics had not calibrated it and trim was in reality in the full down position even though indicator was set to take off position. After reaching flying speed and rotating at 72 knots aircraft lifted off but only to about five feet in the air when major nose down forces were fought as air flow over the mis-rigged tail forced the nose down. Aircraft hit runway on its mains and bounced about 10 feet in the air even though power was at full idle. It porpoised back to runway again and also a third time before it was brought under control. Focus was put on keeping wings level and getting plane back safely on the ground. In the process there was one prop tip that grazed the runway.




Synopsis: A mis-rigged elevator trim following major maintenance; which resulted in full nose down trim when indicating in the 'takeoff' range; contributed to the inability of the pilot of an M20 to remain airborne after lift off. Upon abandoning the takeoff and attempting to land on the remaining runway one prop blade struck the runway.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Robinson R44
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class D ZZZ
Aircraft component: Manifold Pressure Indication
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Rotorcraft
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Made an unscheduled landing at ZZZ was I was having an issue with transponder as well as was noticing uncommanded yaw; strange vibration and surging manifold pressure. I decided to go ahead and land at nearest airport; which was ZZZ. Asked for direct approach to [FBO] and landed without issue.




Synopsis: Rotorcraft pilot reported diverting to nearest airfield after multiple system failures and engine problems.
Date: 201907
Local time of day: 1201-1800
Location: RFD.TRACON, IL
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class D RFD
ATC / advisory: TRACON RFD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While cruising at 10;000 feet and assigned 300 knots with Rockford Approach; approximately 20 miles northwest of FYTTE; a TCAS traffic advisory (TA) showed an aircraft appearing at our 12 o'clock; same altitude. I took control of the aircraft and began scanning for the traffic. Shortly thereafter; a TCAS resolution advisory (RA) called for a descent of 2000 feet per minute. I immediately disconnected the autopilot; brought thrust to idle; deployed the speed brakes and initiated a descent. I also keyed the PTT to advise 'Aircraft X is deviating for a TCAS RA'. The Controller advised us that the traffic had just 'popped up' and that additional traffic was below us at 8000 feet. Upon reaching 'clear of conflict'; a second TCAS RA required us to climb due to the oncoming traffic at 8;000. Since I was already leveling off; I continued to pitch up and add thrust. Once clear of the second conflict; I advised that we were climbing through 8;800 and 250 knots and requested new instructions. We were re-cleared direct FYTTE at 10;000 and 300 knots. The other traffic was VFR; flying level at 10;000 feet (an inappropriate altitude in violation of 91.159); and apparently elected to turn on their transponder only upon sighting other traffic (us). This is a clear violation of 91.215; which requires aircraft to operate transponder on/altitude encoding at and above 10;000 feet. This left us very little warning; as the TCAS RA occurred almost immediately after the traffic appeared on the TCAS display; further; the Controller had been left unaware of the conflicting traffic to that point. VFR pilots operating GA aircraft must familiarize themselves with applicable sections of Part 91.


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


Synopsis: EMB-145 flight crew reported an airborne conflict with an aircraft operating at 10;000' without an encoding transponder. The conflict aircraft reportedly turned on their transponder at some point in the incident.
Date: 201201
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Weather elements / visibility: Rain
Light: Night
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot/Static Ice System
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After deplaning passengers I proceeded to finish my post flight responsibilities. It was night time and raining moderately. I grabbed the pitot tube covers; proceeded out the aircraft and drained the nose wheel steering accumulator. I then placed the pilot's and co-pilot's pitot tube covers on and moved to the standby pitot cover to place the cover on. In doing so I burned my hand and realized the pitot tubes were hot.I immediately pulled the covers off the pilot and co-pilot's pitot tubes and proceeded back to the cockpit. In the cockpit I discovered the pitot tube heat switches had been left in the ON position after landing. I turned the switches OFF and went back to the pitot tubes to examine them. Both pitot tubes were covered in a glue like resin. I immediately called Maintenance Control and they advised me to write it up.In the future I will check the pitot heat switches are in the OFF position before placing the pitot covers on. I will also monitor the pilot not flying more closely and ensure he/she follows the checklist as appropriate.




Synopsis: A Citation Captain failed to insure the pitot heat had been turned off after parking. When he put the pitot covers in place they melted; requiring maintenance attention to inspect for contamination.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level at FL400 and given lower altitudes to descend to on the ZZZZZ4 arrival into ZZZ and given to cross ZZZZZ at 14;000 feet. While descending through 36;000 feet; the cabin altitude reached 10;000 feet and increasing. Airplane Master Warning came on with CAB ALT annunciator on the annunciator panel. Crew quickly donned oxygen mask and requested for a rapid descent to 10;000 feet for pressurization issues. ATC gave clearance to descent to 10;000 feet. As aircraft arrived to 10;000 feet and below; annunciator for CAB ALT went out and cabin altitude reflects current altitude. Continued visual to landing at ZZZ Runway XXL without further events.




Synopsis: CE-525 pilot reported a Cabin Alt warning resulting in a rapid descent and precautionary landing at destination airport.
Date: 201704
Local time of day: 0601-1200
Location: TEB.Airport, NY
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We had just departed TEB runway 24 and were climbing via the assigned departure procedure; the Teterboro 1 (TEB1). The TEB1 says 'Climb heading 240 to 1500 (do not climb above 1500); then turn right heading 280; cross TEB 4.5 DME at 1500; then climb and maintain 2000'.When we checked in with New York TRACON we were heading 240 and climbing through approximately 1000 feet. The controller instructed us to turn right to heading 260 (or possibly 270) and climb to 4;000 feet. Having received an amended clearance we disregarded the TEB1 departure and immediately complied with the controller's instructions. The controller 'corrected' us; saying that we should have completed the turn before continuing to climb. She further chastised us for not following the departure procedure.I have no idea what the controller expected us to do. From her comment about following the SID it seems that she wanted us to continue via the TEB1; but that would have contradicted the heading and altitude she had just assigned us. We were not given the Brasher warning or requested to call the TRACON.




Synopsis: CE-560 Captain reported a contradicting clearance from New York TRACON while flying the TEB1 SID.
Date: 202008
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Notified by the flight attendants that a passenger refused to wear his mask. Crew followed SOP and flight attendants indicated that they were submitting reports concerning the issue.I do not know what led the passenger to be non-compliant with the face covering policy. The flight was proceeding on schedule and in accordance with company SOP.




Synopsis: Air carrier Captain reported a passenger did not comply with wearing a face mask during the flight.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was assigned to work mic items on [an] aircraft. The aircraft had arrived earlier that day; approximately [3 hours earlier]. The aircraft sat on gate for several hours before I was assigned to work on it. While [completing] paperwork; the logbook is located in the L2 galley area. I noticed an unknown substance on the ceiling and the panel above the food preparation counter in the L2 galley. The color of the unknown substance is brownish to gray film and is also sprayed inside the galley overhead speaker and lights. Numerous aircraft have lately been identified with an unknown substance in the cabin and cargo compartments. In our hazardous training; Company policy and procedure is to contact the Environmental Coordinator to identify the unknown substance and consult with the product's Material Safety Data Sheet before attempting to clean and release the aircraft back to revenue service. None of this was done. An [aircraft] cleaner was told by Management to clean it off. No personal protective equipment was used by [the cleaner]. I witnessed him clean the area with a spray can and paper towels; most of the unknown substance was removed from the aircraft galley and the used paper towels disposed of in the jet bridge garbage can. The aircraft logbook mic was signed off by [the] Supervisor and the aircraft departed.




Synopsis: Technician reported violation of Company Hazmat cleanup procedures regarding gray film in the L2 galley area.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: DC-3/Dakota/Skytrain
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: After normal approach and landing; Tower advised us to take A-7 taxiway off of the runway. I had applied slightly heavier than normal braking in order to accommodate the Tower request. The aircraft had slowed to a safe taxi speed; and I unlocked the tail-wheel to begin the right turn to exit the runway. The turn became exaggerated and when I applied braking to correct the turn; it was ineffective. I then stopped the plane straight ahead 90 degrees to the runway short of the A-7 Taxiway. We did not depart the runway; but did come to a complete stop. Tower told the landing traffic behind to go around and asked if we needed assistance. I replied that no assistance was needed. At this point; the right engine; being idle with boost pump running; quit due to too rich of a fuel mixture for the idle condition. When the engine quit; it back-fired and the Tower miss-took this for an engine fire and rolled the fire trucks. I responded that no fire was present and that no assistance was needed. With the left engine; I completed a 270 degree turn and then exited the runway on A-7 taxiway. The right engine was restarted; I taxied to a ramp location; exited the aircraft looked for anything abnormal; discussed the event with the Airport Operations folks. I then re-boarded the aircraft and departed uneventfully for two more landings at two more local airports. In retrospect; I allowed the following traffic and the Tower requests to rush my exiting the runway. In the future; it is much wiser to inform the Tower that we are unable to comply with the requested exit and continue to the next available taxiway. Especially in a 71 year old airplane.




Synopsis: A DC-3A pilot reported a ground loop on landing as he attempted to expedite clearing the runway for landing traffic.