elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 0601-1200
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Original flight plan did not have a SID filed. PDC gave notice of a route change adding OAK7 departure; and also added the fix DEDHD prior to joining filed route. OAK7 was programmed into FMS; but not the DEDHD waypoint. ATC assigned radar vectors when we advised DEDHD was not programmed. Brief the flight plan route with more diligence from the PDC.


Second narrative: We were told to proceed to DEDHD; which I recognized from the PDC/Route change; but CA couldn't find it on the FMS flight plan because it never got entered.I'm flying and initially made a left turn past north; while the CA was looking for the point. ATC had us correct to a 020 HDG; then 350 HDG; and CA radioed that we didn't have DEDHD on our flight plan; so ATC gave us a climb but had to prompt me a second time; as I was busy looking for where I knew I'd seen the DEDHD point. It was just sloppy flying on my part; as I tried to help the CA find the point....I looked for it on the SID plate; but eventually we pulled out the PDC and saw where we had added the SID as part of the route change; but had missed the DEDHD entry prior to BTG. It was self-discovery; and I don't think ATC had a serious issue with it. But nonetheless; we messed up.We failed to adequately brief and verify the route change entered in its entirety. Hold the PDC route change up and verify its entry correctly!


Synopsis: Air carrier flight crew report being assigned the OAK7 Departure from OAK with the added waypoint of DEDHD via PDC. The waypoint is never entered into the FMC and when ATC issues a clearance direct the crew requests vectors.
Date: 202108
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B737-700
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 Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While at cruise en route to ZZZ; we received a TO Data Available message via ACARS. Shortly after; Dispatch notified us that the HAZMAT we had onboard (we had proper paperwork for the HAZMAT) was not included in the Zero Fuel Weight (ZFW) calculations. We reviewed the new Takeoff Data for the correct ZFW and made the adjustment to the FMC; and calculated new landing data for that weight. The rest of the flight proceeded as normal.




Synopsis: B737-700 Captain reported Dispatch notification during cruise stating Hazmat cargo weight not included in the aircraft Weight & Balance data. Weight & Balance data corrected and flight continued.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Flight departed gate with loading schedule Takeoff Weight (TOW) of 137.7; Operations called to advise ramp had loaded 2.0 extra LBS of cargo that was left off the loading schedule. Operations advised new TOW was 139.7; Operations advised flight did not leave over weight. An Automatic Communications Addressing and Reporting System (ACARS) was sent to flight crew to advise them of this. Upon looking at flight release; the flight did indeed depart 100 LBS overweight; as limiting gross weight was 139.6.Upon landing; Captain called and was concerned. Informed me and my trainee that his takeoff roll seemed off. Captain informed us he is going to be filling out a report and talking to his Chief Pilot and will be addressing this as a safety issue.We asked him if he wanted to talk to the Chief Pilot on duty and he elected not to.I am reporting this because this is a potential safety of flight issue. Luckily the flight was landing limited and not a takeoff limit at a short runway airport.It is also concerning to my trainee; myself; and the Captain that it took approximately 1.5 hours between the flight's departure and Operations informing anyone of this error.




Synopsis: The B737 took off 100 pounds overweight due to late cargo and poor communication between Operations; Dispatch and the flight crew.
Date: 201705
Location: ZZZZ.Airport, FO
Aircraft: No Aircraft
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Off Duty
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Pre-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I showed the Captain my bulging/expanding Tablet battery on the bus from hotel to [the airport]. Along with the cockpit; we made a unanimous decision to leave the battery in [departure airport]; and to give the battery to the agent at the gate. I hope [the company] will take priority action to ensure the safety of the crew; passengers; and planes so that there will be no exploding batteries in our [company] tablets. This could be a onetime incident or a future human loss and financial nightmare at 40;000 feet in the air.




Synopsis: Air carrier Flight Attendant reported a company issued tablet battery was observed bulging during the bus ride to the airport.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Practice power-off 180 approach with student flying. Student is a Private Pilot working toward commercial certificate. Approach was slightly high; and airplane was put into a slip to dissipate excess energy. During slip; toe of student's left foot became stuck between toe brake pedal and the crossbar behind the pedals; resulting in left brake pressure being applied on final. This condition was not discovered until touchdown; when the airplane jerked to the left with the left brake locked. I jumped on the controls; but was unable to counter due to the student's inability to release left brake pressure. The aircraft skidded left and exited the runway; passing between two runway edge lights and missing a runway sign. Aircraft came to a stop in the grass near the runway intersection; where I shut down and we exited the aircraft to visually inspect the aircraft. Company was notified; the local FBO checked on us; and upon receiving approval to do so; we taxied to the FBO for maintenance. Only visible damage was a flat spot on the left main tire where tread was worn. In the future; I will stress the importance of proper positioning of the feet on the rudder pedals and will try to develop the habit of testing the brakes prior to touchdown.




Synopsis: PA-28 instructor pilot reported that student pilot caught a foot between brake pedal and crossbar; which resulted in a runway excursion on landing. Instructor was unable to overcome stuck brake.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Time Pressure; Training / Qualification
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departed ZZZ for cross country flight VFR. Climbing through 6;000 FT the indicated oil pressure fell below 30 PSI. I immediately started a precautionary descent back to the airport and contacted Tower 10 miles northwest; then again at five miles. Oil pressure was in the low 20's by this time. Tower told me to turn right base. Oil pressure kept dropping. Turned final; my oil pressure dropped to seven PSI. Tower told a King Air to Line Up and Wait while I was on short final. Tower told me to execute a go-around; but by this time my oil pressure had dropped to two PSI and I was unsure about safely executing a go-around. I declared an emergency and the Tower cleared the King Air for departure. I landed behind the departing King Air. Clearing the runway I contacted the Tower and discussed the preceding actions. I realize now that I should have communicated my falling oil pressure at initial contact with the Tower; and perhaps declared an emergency much earlier in the process.




Synopsis: When faced with deteriorating engine oil pressure during a return to his departure airport an SR22T pilot learned an important lesson about declaring an emergency in a timely fashion in order to obtain the priority handling from ATC commensurate with his situation.
Date: 202005
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At door closure; ramp agents informed us a fastener was not secure. I notified Mx (Maintenance) and they stated they'd send line Mx out. Line secured the fastener. We then pushed. We received a message airborne that we had left with the aircraft Out of service. I took full responsibility and apologized to dispatch - we simply had not been informed that we had been taken OTS (Out of Service); but I should have assumed so and contacted dispatch. We already had our performance solution so we had no communication or indication that we were OTS.Communication from Mx or dispatch that the aircraft was OTS would have avoided this; but I take full responsibility for not coordinating through Dispatch.


Second narrative: On pushback the ground crew noticed a fastener loose. We called Mx (Maintenance) and they walked out and tightened the fastener. We asked if they wanted it in the book and they said no and that we where good to go. We headed out and after takeoff dispatch sent us a message asking why we took off while out of service. We had no idea we were taken out of service and no message was sent to us saying we were being taken out of service. I think if someone is taking a plane out of service that a message needs to be sent. We had already gotten performance numbers so that fail safe was unusable.


Synopsis: Aircraft departed after it was removed from service due to maintenance work.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was a high speed taxi with a brief lift off and landing for my experimental amateur built aircraft. I am at the beginning of the 40 hour test flight period but had a necessary crew member due to previous failure of the EFIS on the left side. The crew member was intended to call out speeds up to 80 KTS (which was the rotation speed) from the small EFIS on the right side. I was successful in rotation and brief flight and on landing the front gear collapsed. No injuries and limited airframe damage. Gear collapse was due to failure of a nose gear component.




Synopsis: An SQ2000 pilot conducting a very short EFIS airspeed test flight took off then immediately landed where; upon nose gear touchdown; it collapsed.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Workload
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; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; after retracting gear and flaps; we received an amber CAS message 'HYD VOL LOW'.  I immediately directed the SIC/Pilot Monitoring to put the gear down. We told Departure we had to return to the airport; and declared an emergency. The Pilot Monitoring ran the checklist; and we finished the checklist.  We landed uneventfully; but had to use the emergency (pneumatic) braking system since we lost all hydraulic functions including brakes; anti-skid; thrust reversers; and spoilers/spoilerons.  We had enough emergency nose wheel steering to exit the runway and stopped on a taxiway; where two fire trucks met us.  We were then towed to the FBO. There was a large amount of hydraulic fluid dripping from the aircraft; and there appeared to have been a leak from the nose gear compartment.




Synopsis: A CE-680 CAS alerted HYD VOL LOW after retracting the gear and flaps so the gear were lowered immediately; an emergency declared and the flight returned to the departure airport with the loss of all hydraulic fluid.
Date: 201911
Location: ZZZ.ARTCC, US
Aircraft: B737 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
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury

Narrative: Over ZZZ; the purser notified the cockpit that a passenger suspected an allergic reaction and was having difficulty breathing due to their tongue and throat swelling. We immediately used the CALL ME prompt in ACARS to get in touch with Dispatch. Once we had further information from the Purser; we sent a Medlink ACARS form with the pertinent information. Dispatch asked us to contact them on VHF through AIRINC. We made initial contact but lost communication. Several attempts at HF (High Frequency) communication were also unsuccessful. Medical assistance was paged. Since the purser stated the doctor was very concerned about the passenger's airway closing and we still could not communicate with Medlink; we made the decision to release the medical kit to the doctor. The doctor administered medicine from the EEMK (Emergency Medical Kit); and the passenger recovered quickly. We requested medics to meet us at the gate through Dispatch; but none were there. The passenger deplaned and stated she was fine. Appropriate maintenance entities were made in the ELB concerning the potentially inoperative HF radios and the used medical equipment.It was very frustrating not to be able to reach Medlink. Had the doctor not been aboard; this situation could have ended much worse.




Synopsis: B737 Captain reported that they were unable to contact Medlink during a passenger medical emergency.
Date: 201703
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Time Pressure; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: While descending on the new DSNEE1 arrival going to LGB; we crossed DSNEE intersection at 8000 feet and 220 knots. We began our descent to cross Mckye at or above 7800 as depicted. ATC called traffic; Aircraft X at our 2 o'clock position; level at 7;000 and converging right to left. We visually acquired the Boeing just as we crossed DSNEE.We were descending on autopilot using FMS/VNAV and when we crossed DSNEE the autopilot began a right turn from our 216 degree heading to the 236 heading required by the STAR and initiated a descent to 7800 feet. As we descended and turned; we got a 'monitor vertical rate' annunciation from our TCAS at about the same time as the aircraft leveled at 7800 feet.This is a new arrival and we believe the fact that we were descending and converging with Aircraft X triggered the RA. We heard the Aircraft X crew advise ATC that they got an RA as well. ATC called us and asked our altitude who was at that time 7800 feet. The RAJEE departure off ONT calls for 7000 feet at RAJEE and that intersection is just south of DSNEE so the step down after DSNEE should probably not begin at DSNEE; perhaps not till Mckye or ATC might have told us to level at 8000 feet until clear of Aircraft X.At no time was there any question of a conflict as both crews had each other in sight and communicated that fact to ATC.




Synopsis: Citation pilot reported that a descent on their arrival was a factor for other traffic departing a close by airport.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Glider used for training flight had been disassembled for polishing and waxing. After assembly; student pilot and instructor rushed preflight inspection to fly ship before sunset and took off without total energy probe installed. Without TE (Total Energy) probe; no instruments (airspeed/altimeter/vertical speed) were operable. Missing probe was not corrected by assembly crew; pilots; instructor who signed off assembly check; or club safety manager at the flight line. Pilots noticed inoperable instruments in flight and landed safely without reference to instruments. Inadequate preflight inspection especially failure to follow written checklist is the most obvious cause. External pressure to fly also was a factor. The club instructing should also teach better ADM (Aeronautical Decision Making) for the go/no-go decision using the PAVE and IMSAFE checklists.




Synopsis: Grob glider instructor reported taking off without the total energy probe installed; so they were without all flight instruments.