elihoole/asrs-aviation-reports huggingface dataset:
Date: 201409
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I went back for a bathroom break approximately four hours into the flight.  While talking with; a Flight Attendant working the forward galley; she mentioned that she hurt her elbow.  At the time she had a bag of ice on it.  I remember her saying that she hit it on a galley door.  My interpretation was that she hit it on on open galley cart or container door.  I didn't get any idea that she fell or that it was flight/turbulence related.  Her elbow had a bruise and was very swollen.  She had it mostly immobilized and had ice on it.  She seemed to be in minor pain and had access to aspirin or motrin.  I suggested that when she was able it might help to keep it elevated. Flight planning had forecast some moderate turbulence and we experienced that level for extended periods of time.  I don't recall anything more severe than that.  I don&apos;t think her injury was turbulence related. She went to the hospital and dead headed back with us the next day. I was notified today that her injury was a fracture and therefore warranted further inquiry.




Synopsis: B777 First Officer is informed during a bathroom break that a Flight Attendant injured her elbow when she hit it on a galley door. The injured Flight Attendant deadheads home after seeking medical attention for the elbow which turns out to be fractured and caused by turbulence.
Date: 202007
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
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 Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While in cruise we received a crossing restriction for a fix not in our FMS. We then asked ATC to verify they want us to go to the fix they assigned us a crossing restriction for and we did and crossed at the appropriate altitude. The fix was on our flight plan; but not in our FMS. Before block out we verified all the points in the FMS so I think the fix might of been deleted when we programmed the approach.We were having passenger troubles with mask; alcohol; and vaping noncompliance. When programming new items into the FMS ensure all fixes are still in the FMS.




Synopsis: Air carrier Captain reported being issued a crossing restriction that was not in the FMS. Post flight the crew found out the fix was in the FMS and may have been accidentally deleted it during the flight.
Date: 201401
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Engine Oil Seals
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A CRJ-200 aircraft was at ZZZ hangar for overnight work. Included was a generator problem that required an IDG change. This work was assigned to a Technician; and I [performed an] RII of the installation. The IDG removal went well and it was decided to take a look at the [Accessory Gearbox (AGB)] IDG BB Axis carbon seal for condition while it was off. The carbon seal was removed and noted to be degraded. Another seal and packing were ordered. Meanwhile; it was discovered; after the IDG unit was removed; that we had in fact removed the wrong IDG. (This was due in part to a handwritten note that was [left] with the Shift Turnover that stated Number 1 IDG when it should have been Number 2 IDG.) I was then notified that the seal was ready to be installed on the Number 1 Engine. I verified the correct torque; seating and positioning of the carbon seal installation; but did not witness the actual build up and seal placement. The left IDG was then re-installed; inspected for installation; and the right side [Number 2 IDG] removed. Both engines were leak checked at idle and visually inspected with no leakage noted. Yesterday; I was told the Aircraft X had an air turn back in ZZZ1 for oil loss on the Left engine. Apparently there was a problem with the carbon seal installation. At this time; I am not aware of additional details. After reviewing the AMM for carbon seal installation; it is apparent that the o-rings must be installed and seated properly for a leak free installation. At the time; I thought I had visually checked the seal installation adequately; but for leakage to occur with a new carbon seal there must have been issues with the o-rings; I should have been much more thorough in the inspection. Graveyard.




Synopsis: An Aircraft Maintenance Inspector was informed that a CRJ-200 aircraft had an air turn back due to loss of engine oil after takeoff. He had previously inspected a carbon seal replacement on the Accessory Gearbox (AGB) prior to re-installation of the Left Engine IDG.
Date: 201703
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Other / Unknown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: LAX ground issued taxi clearance as follows; Taxi from FBO; turn left on alpha; taxi up to and hold short of tango; and contact tower. (Tower) Cross Runway 25L and 25R; contact ground on the other side. (Ground) Taxi via Tango; Tango 1; and left on Sierra; northern route to Runway 24L. Read back is correct. We taxied as requested following the instructions. Tango; Tango1; left on Sierra; we turned right on delta (northern taxi way). Echo is connected to the airline ramp. Heading for Runway 24L. Upon entering Delta Taxiway we looked both ways and saw an Airbus 320 stationary on the airline ramp or parallel to Echo taxiway facing west. Ground control asked us to hold position and that we had a ETD of XA:23 (time was approximately XA:16 local) Another ground controller came on frequency and said if you ever have a doubt when taxiing just hold your position and contact ground. He seemed a little mad. He stated that the northern route for taxi terminated at the intersection of Sierra and Delta. The A320 taxied in front of us and we sequenced behind them.Nowhere on the taxi diagram was it stated that the Northern route ends at the intersection of Sierra and Delta. At no time were we told to hold short of Delta or contact ground before entering Delta. The airport diagram does not depict a hotspot. Nor does the diagram give any information on hold short areas.




Synopsis: Corporate jet Captain reported being cleared to taxi via the northern route to Runway 24L; but did not hold short of Taxiway D as required by the standard taxi route description.
Date: 201601
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was climbing southbound to 34000 feet requesting 35000 feet. Had traffic; Aircraft Y westbound at 34000 feet. Loss of separation was about 8 minutes away. I was acting OJT Instructor at the sector. Student stopped Aircraft X at 33000 feet for separation. We discussed that Aircraft X had plenty of time to climb above Aircraft Y. The student asked Aircraft X 'If I climb you to 35000 feet how long to you will be level?' The pilot responded the he could be level in 2 1/2 mins. At this time we had 5 minutes until loss of separation. So we climbed Aircraft X to 35000 feet. Two min later Aircraft X altitude is showing 34100 feet. I watched for another hit and his altitude still said 34100 feet. Student then asked the pilot to verify that he was climbing to 35000 feet. The pilot responded that he was LEVEL at 35000 feet. By this time another hit has shown him at 34100 feet. At this point I took over the frequencies. We had 1 1/2 min till loss of separation and also targets appeared likely to merge. I informed Aircraft X that he was level at 34000 feet and not 35000 feet and that I needed him at 35000 feet in 1 minute. He said he would comply. Seeing an imminent safety situation I also descended Aircraft Y to 33000 feet. Separation was lost.It was an unusual and unfortunate situation. If I had reacted quicker separation my not have been lost. However; I believe my actions did maintain a safe situation.




Synopsis: ZID ARTCC Controller reported a loss of separation event between southbound and westbound traffic.  Reportedly; one of the flight crews leveled off at FL314 rather than continue climbing to FL350 as instructed.
Date: 202007
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLA
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Workload; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: When I fly from ZZZ to LGB; I file [route].  Everytime I fly this route; which has been probably 20 times so far; SOCAL always gives me an amendment while in very busy airspace.  They give me either a heading near RRIZE intersection to intercept V394 from POM VOR then V394-SLI-LGB or give me direct POM V394; which normally they don't.  It's normally the heading to intercept V394.  Sometimes they change my clearance many times before they settle on something.  I've already filed ATC's amendment; because I know they will give me the amendment; and ATC gives me what I normally file anyways at ZZZ; and then enroute; I always get this amended clearance with the heading to intercept a new airway (V394). When given this amended clearance; it couldn't happen at a worst time.  There is a lot of traffic in the area; they are usually giving me a descent clearance and it takes awhile to tune in this new clearance into the G1000 flight plan.  It's not a quick thing.  There's no way I can look out for traffic for up to 3-4 minutes.  My head is down for 3-4 minutes. It's very unsafe.  It happens everytime I make this trip.  I even advised ATC of the issue and it sounds like they know about it; but aren't doing anything about it; because it's been going on for 18 months now.Please help make this a safer route.




Synopsis: Pilot reported receiving amended clearance inflight repeatedly.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After take-off upon retracting the landing gear; we got the single chime and HYD 3 LO PRESS message and IB GND SPLRS message. Followed QRH and declared an emergency with the Tower for a return to Runway 18. Landing was uneventful; stopped the aircraft on a high-speed. Had the passengers deplaned and transported to the terminal by bus. Aircraft was towed to the gate. [We] observed hydraulic leak on the left wing.




Synopsis: A CRJ-700 EICAS alerted HYD 3 LO PRESS and IB GND SPLRS when the landing gear were retracted so an emergency was declared; the QRH completed and the aircraft returned to the departure airport where the passengers were deplaned on a high speed taxiway.
Date: 202009
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Arrived at aircraft on Gate X to find both center tank pumps in the ON position (GND PWR connected and fuel in the center tank) while the four main tank fuel pump switches were all positioned OFF.  Called ZZZ on radio to attempt to ascertain who did this...aircraft supposedly came out of hangar; but not sure who moved it.  The rest of the switches on the overhead were in a combination of terminating checklist positions and not.The hydraulic A quantity value was also 106% requiring a logbook entry and fix before departure.  Is COVID to blame for all of this?




Synopsis: Air Carrier Captain reported the aircraft arrived from the maintenance hangar with switches and fueling in nonstandard conditions.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
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
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon pushing back from gate; I informed the Captain that fume smell in coach and galley very strong. He said; 'it will subside after we start going forward'. I then proceeded to front of aircraft to get away from strongest smelling fume. Nothing else occurred onboard. I decided to write it up as I have this occur frequently on this aircraft. I write it up but still happens. Then I get headaches for a few hours after...very tired the next day.




Synopsis: A321 Fight Attendant reported notifying Captain of fumes in aft galley as well as experiencing health issues.
Date: 201406
Local time of day: 0601-1200
Location: BHM.Airport, AL
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BHM
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: When taxiing from the ramp area to Taxiway A at A5; there is a real lack of taxiway and runway signs. There is no above ground red sign marking Runway 6-24's location and a runway incursion would be very easy to do at A5 especially since 6-24 is so close to the ramp area. There also is no above ground yellow sign labeling Taxiway A when you taxi to Runway 6. There is only one sign which has the number 6 on it with an arrow pointing to its location to taxi to. Finally; I feel that a hot-spot should be designated on the Airport Diagram where A5 meets Runway 6-24.




Synopsis: CRJ200 Captain reports a paucity of above ground signs indicating Runway 6-24 is close approaching Taxiway A5 at BHM.
Date: 201412
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Distraction; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Shortly after takeoff out the captain's ADI displayed an amber SPD LIM flag. Out of 10;000 ft we notified maintenance of the flag via dispatch through ACARS. A few minutes after reaching cruise altitude of 37;000 ft we encountered a short intermittent stick shaker lasting a second or less. After another 30 seconds or so we encountered another stick shaker warning which lasted a few seconds. The captain called dispatch and maintenance control. The weather was verified. Our destination was changed to ZZZ. The captain informed ATC of the change and declared an emergency. ATC approved a 180 degree turn back towards ZZZ. During this time the stick shaker activated a few more times. From there; we returned to ZZZ without further activation of the stick shaker. In total; I believe the stick shaker activated between 8-10 times; all being erroneous.I don't believe we violated any FARs or were involved with any intentional non-compliance of FARs or SOPs. I compliment the Captain; Dispatcher; Maintenance Controller; Flight Attendants and ATC for a job well done during this unusual event.


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


Synopsis: Shortly after takeoff; the Captain's ADI displayed an amber SPD LIM flag and the stick shaker activated intermittently. The crew declared an emergency and returned to the departure airport.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On my second solo. After practiced 3 touch and go with the instructor; instructor got off the plane. I took off; stayed in pattern; everything was perfect. On the final approach; the speed was 70 knots and flaps down. I pulled throttle same place as I have always done. The plane first touched the ground; had a little bounce but I felt normal and under control. When the plane settled to the ground again the nose went over and the prop hit the ground.


Second narrative: My student pilot was performing a second solo after a practice flight of touch-and-goes. Student stayed in the pattern and stated she had a good final approach to the runway (it looked stable from my position on the ground beside the FBO). Upon the round out she said she bounced and the nose went over causing a prop strike and the nose gear collapsed and the plane skidded off the runway to a stop. She was not injured; the runway sustained no damage and the airplane only sustained damage to the prop with a sudden stop. Upon initial inspection by the mechanic the firewall is not damaged. The airplane was towed off the runway into a maintenance hangar.


Synopsis: A flight instructor and student pilot reported on a solo landing by the student pilot that resulted in a prop strike; nose landing gear collapse; and runway excursion.