elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I have asked my Relief Pilot to inspect the main deck after loading was completed. He brought to my attention stacking issues with pallet position RL. I have asked ZZZ Load Master to address his concerns and delayed departure until the issues was fixed. After landing ZZZ1; ground personnel offloaded position RL and RR and we learned that pallet position SR collapsed into pallet position SL. Both S position were hazardous lithium batteries.




Synopsis: Air carrier Captain reported a Hazmat cargo load configuration error which resulted in the collapse of two adjacent Lithium Ion battery pallets while enroute.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Giving a demonstration ride in an amphibious PA-18. Pilot friend was in front seat and briefed on location and operation of controls; procedures; and hazards as almost all of these are hidden from my view in the rear seat. Winds were out of southwest at 10 kts.; and after liftoff front seat pilot was commenting about the rolling tendency of the aircraft with floats as we had discussed. Normally gear would be retracted at this time.Enroute to lake I was keeping an eye on boat traffic on the lake to determine where we could operate without disrupting the fisherman in the area. I found a location away from boats and into the wind and we descended to survey the area; not intending to land just yet. As we flew over the area at about 50 ft. above the water I saw a nice; clear patch of water ahead and decided last second to dip in for a touch and go. Having not performed my usual 'routine' before doing so; I missed that the landing gear had not been retracted and when we touched down the airplane came to displacement quickly enough to tip to the front. We sat in the aircraft for a moment hoping it would sit back down on the heel of the floats; but no such luck. When we leaned forward to disembark the CG (Center of Gravity) moved forward enough to tip further onto the nose and the aircraft began to take on water. Both occupants climbed out onto the float at this time and waited while a fisherman who had witnessed the landing approached. Within 2-3 minutes the airplane had capsized. In retrospect I allowed myself to get out of my normal routine by giving a ride from the rear seat (I would normally only instruct from the rear) and then made a hasty decision to go ahead and perform a touch and go without my typical setup at altitude confirming flaps; gear; etc.




Synopsis: PA-18 Amphibian Pilot reported failure to raise landing gear during water landing resulted in aircraft capsizing.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 8
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I landed visually on the numbers Runway 21L at ZZZ. I could've easily made Taxiway D; but was instructed by a rushed Tower Controller to take Taxiway B. I sped up to make B so I could get off of the runway as quickly as I could. I then reduced my power to idle and used the brakes to slow down; however; I had overshot the taxiway slightly and tried to make a hard turn to make it onto Taxiway B. I brought the airplane nearly to a stop at the Runway 21L and Taxiway B intersection and tried to make my turn as sharp as I could. Unfortunately; my left wheel went off of the taxiway into the dirt for 4 seconds before I got the plane completely turned and completely on the taxiway. Some contributing factors that led to this occurrence are the controllers work load. It wasn't as busy as it could've been; but the tower was dealing with another aircraft that was struggling with their calls and read backs. It seemed my instruction for Taxiway B came later than it should have; because I had brought the airplane to an appropriate speed to make Taxiway D when I received further instructions for Taxiway B. Next time; I will not try to make a taxiway that I cannot make. I am PIC; and I should always do what is safe and never be rushed off a runway or do anything that is unsafe no matter what. I will simply ask the Tower for a more appropriate taxiway.




Synopsis: Pilot reported taxiway excursion while trying to turn off of runway at excessive speed.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Takeoff / Launch
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Cabin Address System
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: The first flight we did with the flight crew; we (the cabin crew) never received any announcements to prepare for departure or landing. I spoke with the First Officer when we landed and he told me that they got busy with ATC and forgot to prepare us for landing. Then next flight we were on a ground stop with a 'wheels up' time. Pilots let the passengers use their cell phone during this time. I heard the engines start and did another announcement to make sure seatbelts were fasten; tray tables and seat-backs were up; and all cell phones were off. We (the cabin crew) then did a compliance check. As I was coming back up the aisle; we were taking off. There was a federal air marshal. He stopped me and had me sit next to him because he didn't think I'd make it to my jumpseat. I buckled the seatbelt and sat there until it was safe to get to my jumpseat.Again; at landing we never received a 'FA prepare for landing.' I heard the 2500 aural from the cockpit and did the announcement and compliance check. When we landed; I asked the CA about this; and he said he made all his announcements to us. I talked to the other 2 flight attendants and they agreed; he never made any prepare for take off or prepare for landing announcements. I feel this could have been avoided if he would have communicated with us on all levels. I never knew we had a new 'wheels up time'; we never got any prepare announcements; and he insisted he did them when I asked about it.I feel this could have been avoided if he would have communicated with us on all levels. I never knew we had a new 'wheels up time'; we never got any prepare announcements; and he insisted he did them when I asked about it. The communication between the pilots and flight attendants was very minimal.




Synopsis: A flight attendant crew did not hear any pre-takeoff or pre-landing cockpit announcements but apparently the PA was operable because a flight crew PA announcement allowed cell phone usage on the ground.
Date: 201911
Light: Night
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: Ramp
Human factors: Communication Breakdown; Confusion; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Staffing; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Move crews are being asked to go against SOP and skip steps by the Dispatcher. They're asked to move aircraft and then go wheels down and move onto the next assignment. Skipping the walking around; the placement of wing tip cones; perform post tow checklist; hooking up ground power/or Air Conditioning hose; cabin walk through to make sure aircraft doors are unarmed just to name a few.  Move team crews are a 2-person operation and have a great deal of steps to move and secure an aircraft safely. When the Dispatcher calls the move crew on the radio to move on to next assignment and leave aircraft unfinished and for another who wasn't a part of that move to go and finish; the person who was called over to finish is not sure where the other crew left off or even if they did SOP before leaving the aircraft. The communication and skipping steps and being rushed by the Dispatcher due to the operation need can cause aircraft damage; steps that need to be done are being left undone and relying on someone with no knowledge [as to what has been] done to come and take over. Rushing and lack of communication can cause confusion; assumption that steps are done; damage to aircraft as well as possible personal injury. Rushing crews may make them speed up during tows and can cause spin outs or jack knifes. I have attached the basic aircraft move/pre-tow/arrival at aircraft; basic aircraft move/in tow; move team best practices; and responsibilities of the observer that was given to all Move team members in training. Move crews were asked to skip half of these steps.




Synopsis: Ground Crew reported aircraft move crews were asked to deviate from Standard Operating Procedures which could result in aircraft damage or personnel injury.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
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: Airframe Composite Structure
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 25;000 feet; we experienced major airframe vibration. The First Officer was the Pilot Flying and disconnected autopilot and autothrust; reduced power; until vibration subsided. (Around 300 KIAS) I decided to return to ZZZ. We did not exceed 250 knots for the remainder of the flight and no more vibration occurred. Submitted vibration form and made entry into the Maintenance Log. I was unable to look at the flight control page during the event; but suspected it may have had been associated with the elevator based on the vibration sensation being somewhat vertical.




Synopsis: A321 Captain reported major airframe vibration on climbout.
Date: 201506
Location: IWA.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Undershoot; Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: After being cleared for the visual approach to 30L by PHX Approach; we were then told that there was traffic traveling westbound 1;500 feet below us (we were descending through 5;500 feet MSL). Approach then told us to maintain 5;000 feet and turn left heading 180. The captain and I questioned amongst each other why they would vector us into the aerobatic box; but assumed that the traffic was leaving the box and heading back to IWA. The traffic then began a rapid climb towards our altitude so the aircraft gave us an RA to 'climb'. The captain disconnected the autopilot and flight directors and climbed into the green vertical speed band. The aircraft then told us to 'descend'; so the captain descended into the green vertical speed band until we were clear of the conflict at about 4;700 feet MSL. Approach then cleared us for the visual approach and told us to contact IWA tower.The aerobatics aircraft should not be conducting aerobatics maneuvers outside of the aerobatics box. There should be a special arrival procedure/corridor for them to contact approach or tower frequencies and maintain certain altitudes so as to avoid conflict with an airliner full of passengers and TRACON should not allow visual approaches while there is activity being conducted in the aerobatics box.




Synopsis: On a visual approach to IWA 30L; a crew responded to an RA with both a commanded climb and descent which was caused by a nearby aerobatic aircraft.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Approach; Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Weather; Environment - Non Weather Related; Airport
Primary problem: Weather

Narrative: On a IFR flight plan into ZZZ I loaded in the approach for vector to final; I call runway in sight to my copilot and he contact approach and we were cleared for the visual and we contacted the tower and we were cleared to land; at that time I had activated the approach with the CDI showing center line of runway which is about a mile south of ZZZ2. With the haze I mistaken ZZZ2 for ZZZ at about 1000 AGL I realized that was not ZZZ; so we contacted approach and let them know of the confusion with the wrong airport. We climb back up to 2000 and continued the approach into ZZZ without incident.




Synopsis: CE560 Captain reported on visual approach; misaligning with wrong airport due to haze and smoke.
Date: 201408
Location: ZZZZ.ARTCC, FO
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Communication Breakdown; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Half way into the flight a strong burning odor from the back of the aircraft around Rows 30-36 on the left side started to emit. The fumes which smelled like burning rubber went on for 3 hours while the Captain and his First Officers tried to figure out what the problem was. Turns out the air conditioning pack seal was burning off oil/petroleum. We still had 4:51 flight time remaining. The pilot's turned off the air conditioning pack and the odor went away. Two flight attendants were at door 2L when we landed and the heard one of the two mechanic's meeting the flight to have the Captain write up the mechanical and he refuses saying he was off the clock and walked right off leaving one of the First Officer to do the paperwork! That is a blatant violation of SOP and company policy. And several crewmembers have and had been experiencing headaches; congestion and muscle pain since the incident including myself.




Synopsis: A B777 Flight Attendant noted a burning rubber odor around Rows 30-36 which the flight crew identified as air conditioning pack oil and so secured the pack which stopped the odor but several flight attendants reported headaches; congestion and muscle pain following the long flight.
Date: 201702
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Troubleshooting; Situational Awareness; Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: I was working the R-Side at sector 24 and we had a line of weather that started halfway through my airspace and went well north out of ZHU airspace. When I sat down the sector multiple aircraft were deviating south of this line and going to CEW VORTAC when able. ZJX still had W151 airspace active surface to FL600. Halfway through my session they called and told my D-Side no more traffic can come this way. We had to scramble to reroute guys north into the weather. I asked them why they couldn't cap the airspace and they said they couldn't. I went and talked to my Traffic Management Unit (TMU) to find out why they couldn't and they said they called them three hours prior and said that this was going to happen and to cap it. This is a common thing with ZJX and weather. We go through this every year and for whatever reason they will not cap airspace when needed for weather. If they would have gotten the breeding area of that airspace released; it would have allowed us to keep deviating south of the line. It really seems like they make no attempt to do anything at all.When we have a serious weather event and a lot of deviations; cap airspace to help the flow of traffic. We have one of the busiest weather area in the country during the spring and summer months.




Synopsis: ZHU Controller reported deviations due to weather that may have been reduced if the airspace had been better controlled.
Date: 201703
Local time of day: 1201-1800
Location: FIT.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E FIT
ATC / advisory: CTAF FIT
Second aircraft: Cessna 152
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In climbout phase following a touch and go on the active runway 32 about to start turn for left crosswind; a Cessna 152 crossed my flight path entering crosswind leg from opposite pattern side without a radio call stating intentions. [He was] in level attitude 200 feet away and 50 vertical feet above. [I] observed the aircraft continue its track without evasive action or acknowledging the near miss.




Synopsis: PA-22 pilot reported a NMAC with a C152 in the pattern at FIT airport.