elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 1201-1800
Location: JZI.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class G JZI
ATC / advisory: UNICOM JZI
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Distraction; Workload
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
Result: Flight Crew Took Evasive Action

Narrative: Our aircraft came in close proximity of another aircraft shortly after takeoff on initial climbout departing JZI. We received a traffic alert on climbout at approximately 1;600 ft. on the 220 radial from JZI at approximately 3 miles. We attained visual contact shortly after the traffic alert and executed an evasive maneuver down and to the left to avoid the approaching aircraft. The approaching aircraft made no evasive maneuver and continued on what appeared to be a downwind entry for Runway 27 at JZI. Closest point of approach between both aircraft was approximately 200 ft.




Synopsis: A pilot departing JZI non-towered airport reported a NMAC.
Date: 201212
Local time of day: 0601-1200
Location: ZID.ARTCC, IN
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were cleared to cross GUMMA at FL230. Upon reaching GUMMA we were cleared to descend via the RYYMN RNAV STAR. The layout on the STAR plate is very confusing. So I was looking through our course trying to find an altitude to set and came up with 4;000 feet. I started descending and my First Officer asked if we were cleared to descend. I said 'yes; [we're] cleared via the STAR.' So I decided to ask ATC what altitude they wanted and [whether] we were cleared to descend. He said 'yes; you are cleared to descend via the STAR.' I again asked what altitude they wanted and he said 'I don't know the altitude just descend via the STAR.' So we had slowed our descent and missed [RYYMN] between FL190 and 11;000 feet MSL by around a thousand feet. The rest was uneventful. The event occurred because of the horrible way this STAR is set up and worded. And the fact that ATC was of no help at all. There was not a lot of traffic around. We did not understand why this guy couldn't help us out. Also; my First Officer was questioning the clearance which made me question it also. By that time we were just too high.




Synopsis: The flight crew of an EMB-140 was confused by the formatting of the RYYMN RNAV STAR to BNA; when 'cleared via' the STAR they were unable to determine what altitude should be selected in the altitude alert window; an appropriate setting for which is required to allow VNAV functions to be performed by the autoflight system.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll; the First Officer's pitot gauges all flagged. We continued the takeoff. Once at a safe altitude; we ran necessary checklists; notified Maintenance and Dispatch; got a new clearance and release for ZZZ and returned. We planned for an overweight landing. Approach kept us fast and after dropping the gear and running the checklist which includes a recall check; we noticed the speed trim fail and mach trim lights illuminate on recall only. This distracted the Captain for enough time to look up; evaluate; but get a little high on the profile. We opted for a go around. We ran all the checklists again and returned for an uneventful overweight landing in ZZZ.




Synopsis: A B737-400 First Officer reported losing his pitot system on takeoff; resulting in flags in all of his pitot-driven gauges. They elected to return to departure airport.
Date: 201310
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cargo Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were flying at FL310 when the Pilot Flying noticed the cabin altitude climbing at around 100 feet per minute.  We watched it as we ran the QRH. During the course of this time the altitude kept creeping up and we started an emergency descent. The cabin reached an altitude of 14;600 and the masks dropped. Once we were down to 10;000 feet the cabin started to pressurize back to the schedule. After pulling up to the gate Maintenance came on board and told us that a two foot piece of the bag door seal had been blown out.




Synopsis: EMB-145 Captain is informed by his First Officer that the cabin is climbing slowly. The QRH is complied with and an emergency descent is initiated. The cabin altitude reaches 14;600 during the descent and the masks drop. Maintenance discovers a failed baggage door seal.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: First Aid Equipment; including Medical Kit & Defibrillator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Kit was sealed [correctly] but did not have all contents inside.  Gloves were only in the pouch with the protective gown and the pocket mask.  Only one pocket mask was inside when there should be 2.  No gloves inside the kit with the red biohazard bag either.  Several other items were missing.  The time it took to retrieve the bag from the front of the aircraft to the back of [the aircraft] and to open the kit and rummage through it to find gloves was too long.  Also; the [other kit] had an oximeter with dead batteries.Universal precautions are important.  Gloves need to be easily found in a medical emergency as they are to be used in virtually all contact we have with a patient.  Not every situation requires a pocket mask or biohazard bag.  A suggestion would be to place a supplemental bag at each FA jumpseat containing gloves and a face mask.  This suggestion has been made before but sadly ignored.   The batteries in the oximeter in the [the other kit] need to be changed regularly.   Hope someone reads this report and considers my input to avoid problems with future medical events.




Synopsis: Flight Attendant reported that although the medical kit was sealed; it did not have all required contents.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
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
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We encountered a total loss of hydraulic system #1. We ran the QRH; [advised ATC] and landed. We stopped the airplane on the runway and had the airplane towed back to the hangar.


Second narrative: The hydraulic system failed due to a break in the hydraulic line; as explained by the mechanics


Synopsis: EMB-145LR flight crew reported a normal landing following the loss of hydraulic system #1.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 310/T310C
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I'm a private pilot and was flying VFR with an instructor to practice takeoffs and landings. I departed Runway XX at ZZZ after my radio call at XA:03. In the call I stated 'closed traffic'. There was a twin immediately behind me on the taxiway and other traffic in the pattern. At XA:04 the twin Cessna announced departing Runway XX 'left turn out departure'. I announced crosswind at XA:05. Just after completing the turn downwind our Garmin GTN-650 navigator gave a visual and audible traffic alert. We then saw a light twin making a climbing left turn. That aircraft passed beneath us at XA:05 according to the playback of our wing-mounted video camera. We were at 1;820 feet MSL westbound at 78 kts. (100 feet below traffic pattern altitude and still climbing) and the twin was at 1;480 feet MSL northbound at 120 kts when they passed beneath us at approximately* XA:06. I announced downwind at XA:07; approximately mid-field and subsequently landed while the twin departed to the west. Neither pilot made a radio call to the other.




Synopsis: C170 pilot reported a NMAC while turning crosswind in the traffic pattern when another departing aircraft made an early; unannounced crosswind turn; passing below the reporter's aircraft.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Super King Air 200
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A BE20 was IFR inbound for the airport. Weather was low visibility but he had the weather and thought that he could get a Visual Approach. I gave him a pilot's discretion descent to 3;000 direct a fix which took him over an antenna with an MVA of 3;500. I had been relieved prior to this occurrence but I had issued the instructions. The MVA's had recently changed twice within the last few months and I knew that they were lower than before but simply made an error about it. This is the highest obstacle within the airspace. We have had many MVA errors because of it. I do not know what could be done to lessen controllers forgetting about this obstacle; or forgetting that it is higher than 3;000 FT.




Synopsis: TRACON Controller described a MVA non-compliance event when issuing a direct routing to a departure; failing to note the route went through a higher MVA.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Decathlon 8KCAB
Operator: Personal
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying from ZZZ to ZZZ1. Calculated fuel reserve on the ground and confirmed as we watched the tanks at 60 minutes of fuel left at the time of the incident. We started our descent into ZZZ1 talking to TRACON when the engine momentarily lost full power; but quickly regained it. My student and I both noticed it; and verbalized the anomaly. We had mentioned a few minutes previous ZZZ2 passing off our left wing; but noted that it was uncontrolled and closed; with unconfirmed runway condition information. When we felt the engine shudder a second time; my student and I [advised ATC] and began heading for ZZZ2. They advised us it was closed; and we were tempted to go an additional 5 miles to ZZZ3 with better services and a guaranteed cleared runway; but the engine slipped again; and we confirmed with TRACON that we were going to ZZZ2; closed or not. We copied down the TRACON phone number to reach them on the ground. The engine then maintained full power all the way down to the runway and to the fuel farm. As it is a Tailwheel; the tanks tip back when on the ground and both tanks read empty; while in the air during our power issues they read just under 1/4 on each side; which should have been just under an hour of fuel to go for the remaining 10 mins ETA to ZZZ1. Once clear of the runway; I tried TRACON again; and [another] airplane relayed our safe message to TRACON as we were too low to reach them.Once parked and shut down; I called TRACON and confirmed we were safe on the ground. We elected to divert to the uncontrolled; closed airport out of an abundance of caution to avoid flying over populated areas with a questionable engine. Once on the ground; we decided to drain the rest of the tanks' contents fully and have a mechanic inspect the aircraft before we attempted to fly again. We are on the ground waiting for the mechanic as I write this report.




Synopsis: Flight Instructor flying BL8 aircraft reported the engine malfunctioned during descent.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was preparing for landing picking up trash when passenger passed me in the aisle at row 19 and entered the lavatory. I asked her if she was okay. She stated she was feeling hot; nauseous; and dizzy wanting to stand in the lavatory for a minute for some air; then she fell to the lavatory floor. I tried to catch her fall as her head hit the back wall appearing to faint. I asked are you okay; she responded quickly yes this has never happen before. I asked her name and if she had a medical history I need to know about (no). I told her she hit her head and I would like a doctor to take a look at her she said I'm okay again. I said you really hit your head hard I'll see if a doctor is onboard can take a look for you (okay). I called by hitting emergency button and both the flight attendant and flight deck crew answered. I said I have a passenger on the lavatory floor that hit her head while appearing to faint. She is responsive going to ask for medical assistance to take a look for her. Dr. X came back to the lavatory. FA B retrieved the blood pressure cuff and stethoscope and contents list. Dr. X stated the equipment was less than par. She stated she did not want paramedics to meet her and was feeling better. I moved her to row 20C so I could monitor for landing. Paramedics board and I assisted with her bag to exit her off the aircraft.She was hot; nauseous and dizzy. Stated she had worked long hours and was exhausted. Keep cabin temperature cooler in the aft of the aircraft. I had called earlier to cool aircraft down after my service however the aircraft seemed to cool off slowly. I ask the other passenger if they felt nauseous or hot they all felt okay.




Synopsis: CRJ900 Flight Attendant reported a passenger fainted as she attempted to enter the lavatory. A Doctor was called and the flight continued to destination.
Date: 201511
Local time of day: 1201-1800
Location: SMO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Between VNY and DARTS on the FERN5 arrival; was issued descent from 7000 to 5000 by SoCal Appr ctrl. Descended to 5000; reported SMO in sight. A few miles before DARTS was told to turn to heading 160; intercept rwy 21 final approach course; cleared visual approach to RWY 21; Santa Monica. Made the turn to 160 to intercept the rwy 21 extended centerline. After I intercepted the 21 visual final app course was asked very shortly thereafter by SoCal if I was making the descent for the visual approach. Replied in the affirmative. Seconds later was told by SoCal; in a very AGITATED voice; to 'expedite below 4000'. I did. Switched to tower when told; and landed uneventfully.The problem here is confusion over the altitude assignment and the visual approach clearance. Once the controller cleared me for the visual approach to SMO 21; the manner in which I safely descend to the glide slope and ultimately the runway is up to me. If the controller wanted me at 4000 feet ASAP; he should have issued the instructions 'descend to 4000; cleared visual approach...' But he did not. He left me at 5000; gave me a vector toward final; cleared me for the visual; and then got heated over the radio when I did not descend when he thought I should have. Unnecessary and unclear radio comms from the controller; and interference with my flying of the approach. Not safe.




Synopsis: Pilot was on a visual approach to SMO Runway 21; but SoCal Approach apparently expected him to expedite his descent and then instructed him to do so.
Date: 201411
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Runway 4R was closed for wildlife removal. Aircraft X was issued a landing clearance then a subsequent go-around instruction on Runway 4L for traffic that was on departure roll.  Upon attempting to separate Aircraft X with the preceding departure; I may have lost IFR separation with a LGA arrival (Aircraft Y) that was southbound on the Hudson River. I recommend that a viable Missed Approach Procedure be created when we are on this flow.  This procedure shall not conflict with our SID and it shall be published in a manner that does not conflict with adjacent airports' (TEB & LGA) arrivals.  Without VFR weather and the ability to attain visual separation; separation errors shall be expected every time such an event occurs.  An 'out' is very difficult to attain in such scenarios.




Synopsis: EWR Tower Controller describes a go-around that then becomes a conflict with an aircraft inbound to another close proximity airport..