elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other All Phases
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Workload; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Attendant
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The above pairing or trip is built with a tag after an all-night flight and I feel it is not safe for the employees and passengers. We check in at XA:X5 for an all-night flight from ZZZ to ZZZ1. After arriving in ZZZ1 exhausted from working all night the crew has to sit 3 hours at a hub where it would be easy to crew the next flight from ZZZ1 to ZZZ2 with a fresh crew that has slept. Instead a crew that has been up all night has to board and work a 2 hour flight. This I feel is not safe or healthy for the employees and lowers our immunity making us more apt to catch COVID; or some other sickness also not safe for passengers traveling with a crew that is exhausted.




Synopsis: Flight Attendant reported after flying an all-nighter; they had to wait 3 hours in the crew lounge to make an additional two hour flight.
Date: 202006
Local time of day: 0001-0600
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: AHRS/ND
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Logbook Entry; MEL; Manuals
Primary problem: MEL

Narrative: Aircraft was MELed for an AHRS connectivity issue on DATE and was legally deferred. It states there 'may be inoperative'. However; upon looking closer 1 AHRS is required for dispatch; meaning the MEL on DATE should of been a grounding issue. This was caught on DATE around XA:49 local. It was flown on DATE for four flights. Arrival airports were all VFR. Ultimately; confusion with the MEL layout played a factor as well as not being caught by maintenance when deferred via a phone call with them and some paperwork.




Synopsis: PC-12 Captain reported improper MEL caused four flights of an aircraft with AHRS connectivity issues to fly in a non airworthy condition.
Date: 201303
Location: ZZZ.Airport, US
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Fatigue
Anomaly: Other fatigue
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Staffing; Human Factors
Primary problem: Company Policy

Narrative: We departed the West Coast for RJAA with a 3 man crew for a flight of 12+44. Our crew was greatly fatigued and made several significant errors enroute and on descent.I had requested an additional crewmember but was denied by Operations as well as the on duty and local chief pilots. They informed me that this was a contractual problem and ordered me to fly the trip. Further; I was informed that the flight was legal per an LOA [Letter of Agreement] with the FAA. An FAA representative was unable to confirm this and no letter or copy [thereof] was produced.These flights produce more safety reports due to the fatigue inherent in three man operations of this route. Please research why these flights are always scheduled at 11+59 and always go over?




Synopsis: A widebody Captain took exception to his airline's policy of scheduling long range overwater flights with only a single relief pilots on flights which routinely exceed 12 hours of flight time; in apparent violation of FAR flight time limits and their labor contract. He noted that; when he was ordered to fly the trip despite his concerns; his managers and/or an FAA representative were unable to provide a copy of an alleged LOA with the FAA they had cited to justify the assignment.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Igniter Plug
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were descending through 10;000 ft. when I noticed the #2 engine failure light illuminated and the engine indications showed a decrease in N1 and N2. We decided it was a flameout and ran the QRH procedure for Engine Fail Checklist. We notified Approach Control and [Requested Priority Handling]; completed the checklists and asked for vectors to Runway XX. At this point everything ran as normal and after a successful landing we taxied to the gate without any further incident. Igniter's need to be checked by Maintenance as we were told it could have been a failure of both igniter's on the affected engine.




Synopsis: B737 First Officer reported loss of #2 engine N1 and N2 with a #2 engine failure light during descent.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After being delayed for a spoileron fault; we departed with normal indications. After climbing above 10;000 FT we started to accelerate and at that time it was noticeable that the yaw damper had failed and the rudder was going back and forth. We were able to keep control of the airplane; slowed to 250 KTS; declared an emergency and returned to [departure airport]. We landed there and taxied in with no other issues or injuries.




Synopsis: A CRJ-50 First Officer reported noticing after departure the yaw damper had failed resulting in abnormal rudder movement. They declared an emergency and returned to departure airport.
Date: 201308
Local time of day: 0601-1200
Location: BHB.Airport, ME
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF BHB
Second aircraft: Saab 340 Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: I did a run-up and made a radio call over the Bar Harbor CTAF '...Skyhawk crossing Runway 22/4 from Golf to Alpha.'I then turned the aircraft to the right and then to the left to visually check for traffic. At Bar Harbor the arrival end of Runway 22 is not visible. I then proceeded to cross Runway 22/4; and while crossing the centerline I noticed another aircraft on the runway moving toward me. I never heard a radio call from the other aircraft and I had no visual on it until I was already on the runway. I then proceeded to quickly and safely clear the runway.Geography played a huge role in this incident; I was unable to see the far end of the runway due to the curvature of the land. Preventable measures could include leveling of the runway surface and ATC could advise departing IFR traffic to switch to advisories before takeoff after receiving their clearance.




Synopsis: C172 pilot reports announcing his intentions to cross the active runway on CTAF then noticing a twin turboprop accelerating towards him during the crossing.
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MU-2 Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Unknown
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Other Person
When detected: Other Landing
Result: General None Reported / Taken

Narrative: Loss of directional control on landing. Uncommanded yaw.




Synopsis: Unknown person reported a Ground Event: Loss of Control and no narrative attached.
Date: 201307
Local time of day: 0601-1200
Location: SKBO.Airport, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SKBO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Holding number one for takeoff Runway 13L at SKBO we were given the clearance 'After the departing Airbus line up and wait Runway 13L' The First Officer read the clearance back exactly as stated above. Tower said 'Affirmative.' While waiting for takeoff clearance I saw our TCAS alert turn yellow with traffic 200 FT above us. We watched that traffic go around. A few minutes later we were given takeoff clearance.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B757-200 flight crew reported they were holding in position at SKBO when they noticed an aircraft 200 FT above them on approach to the same runway.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: King Air 100 A/B
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I taxied out with no issues or indication of an impending problem with the gear. I rotated the aircraft; established a positive rate of climb and retracted the landing gear. I noticed the gear did not sound right and then noted a red unsafe gear light on steady. Someone called on the frequency that my nose gear was still down. I notified the Tower that I had a problem with my gear. I asked for a fly by to verify if the nose gear would retract or if it was stuck down. The Tower confirmed the nose gear was down when my main gear was up. I asked for a heading west so I could diagnose the problem. I cycled the gear several times with no success. I used the emergency check list in the limitations manual and attempted to manually pump the gear down but was unable to get a gear locked indication for the nose gear. Although the green nose gear indication was not illuminated the main gear green lights were; indicating the main gear was down and locked. The red gear handle light was on steady and I had an audible warning for unsafe gear once I had selected more then approach flaps. On short final when I knew I had the field made I turned the fuel pumps off and turned the manual fuel ignition off. I landed the plane on the center line and held the nose off as long as possible. I had turned the firewall valves off. The nose settled in and the plane felt like the nose gear was going to hold. The plane then yawed suddenly and the noise gear collapsed. I pulled the fuel cutoff and feather levers. When the nose gear collapsed it sent me into a skid for about 600 feet. The plane skidded to the south of Runway 27 center line and came to a rest at the edge of the runway before the intersection of 36 and 27. I turned all power off; secured the aircraft and evacuated the aircraft. I was the sole occupant of the aircraft. No injuries were incurred.




Synopsis: After failing to completely retract or extend the nose gear; the single pilot Beech King Air elected to land in an emergency condition at his departure airport. During the landing roll-out the nose gear collapsed and the aircraft slid to a stop; still on the hard surface of the runway.
Date: 201810
Local time of day: 0001-0600
Location: ZHU.ARTCC, TX
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Final Approach
Airspace: Class D LRD
ATC / advisory: Center ZHU
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Captain; Single Pilot
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was inbound to Laredo airport direct IAF OVOSE on the RNV 18R at LRD. The aircraft was cleared to maintain 030 ft until established and cleared for the approach. About 5 miles from OVOSE; my trainee saw traffic with a beacon XXXX maneuvering in the area of OVOSE at 018 and called traffic to Aircraft X. He said targets appear likely to merge. At that point the XXXX code turned [towards] Aircraft X and climbed rapidly to 031. I then canceled the approach clearance of Aircraft X and turned the aircraft 30 degrees right and issued a traffic alert. Aircraft X then called the unknown Aircraft Y in sight; and said that it was a close one. At that point I asked Aircraft X if they were time critical; and when learning they were not; I extended the aircraft vectors to make sure the unknown code XXXX would not be an issue again. Laredo tower was not in communication with Aircraft Y; and when he finally did go to Laredo to land; I had the tower give that aircraft our phone number to call. Aircraft X company called the supervisor and told him that Aircraft Y was less than 200 ft from him same altitude; and that the pilot didn't see Aircraft Y until he started the turn and banked away from it.I strongly insist that if there are border aircraft near or in the vicinity of LRD; that they monitor the frequency and let us know they are there. That way this situation won't happen.


Second narrative: I was cleared direct JINSA on the RNAV 18R approach. I was 3 miles from the fix when Houston Center gave me a traffic advisory for an unknown target 1500 ft below me. I was looking for traffic but never got them in sight visually. I did have them on the TCAS system. Then Center advised me they were climbing rapidly toward my current altitude. I was then told that we were on a collision course and to make an immediate right-hand turn 30 degrees. Half-way through the turn is where I noticed the aircraft off my wingtip on the left side 300 ft or closer.


Synopsis: Houston Center Controller and an Air Taxi reported a NMAC with an aircraft not communicating with ATC.
Date: 201810
Local time of day: 0601-1200
Location: SEA.Airport, WA
Light: Dawn
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Tired after four days and should have called out fatigued but I decided to push on. It was a very simple taxi clearance; Bravo to Quebec to hold short of 34C. In my mind after taxiing onto Bravo it would be the next right turn; when in fact it was the second turn. After realizing what I had done; it was too late to continue on Bravo. ATC advised us of the mistake and told us to continue on Papa to hold short of 34C. ATC then cleared us to cross 34C to Tango to Quebec to get us back to the end of 34C.


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


Synopsis: B737 flight crew reported a taxiway incursion due to confusion and fatigue.
Date: 201710
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Drinkable/Waste Water Syst
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Ground 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; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Shortly after the gear was retracted we noticed an unusual buzzing/vibration. It was resonating throughout the whole airframe. We continued climb and decided to troubleshoot. After not being able to identify the source of the vibration we decided it best to turn back to [departure airport] to try and identify the source. Once we landed and parked we did a walk around to [try to] find anything that could have been causing the vibration. The only thing we could find was some tape on one of two NACA scoops on the belly of the plane. This has been known in the past to cause a vibration throughout the airframe.After consulting with our mechanics we were advised to remove the tape; that this was more than likely the source of our vibration. So we refueled and refiled our flight plan and departed. As soon as we retracted the gear again the vibration was present. So we tried a few more items to troubleshoot while we were being vectored for our return to our departure airport. With this unknown vibration we felt it unsafe to continue any flying until the issue is resolved.

Callback: The reporter added that during a follow up diagnostic flight; a noise was identified in the lavatory. After landing it was discovered that the lavatory service port coupling had disconnected and cabin air was escaping through the system.



Synopsis: EMB-505 Captain reported an unusual vibration that resulted in a return to the field. During a subsequent diagnostic flight the noise was narrowed to the lavatory system; and later a service port coupling was found to be missing.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning Compressor
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb the ACM O'Heat Light illuminated; smoke with light haze and order was observed in cockpit and cabin. Completed abnormal checklist for ACM O'Heat and declared emergency. Completed all applicable checklist for landing and returned to [departure airport]. ACM O'Heat light extinguished and smoke dissipated prior to landing.


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


Synopsis: CE-560XL flight crew reported ACM Overheat light illuminated on climb out; accompanied by smoke and odor. Flight declared an emergency and returned to departure airport.