elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1201-1800
Location: 8B1.Airport, NH
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZBW
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying a Cherokee southeast bound at 3;500 FT on a flight from 2B3 to ASH. When I passed abeam of 8B1; I began verifying frequencies on my charts and tuning radios in preparation for contacting Boston Approach. I was required to contact Boston Approach because our route of flight would take us through the edge of Manchester Class C airspace prior to entering Nashua Class D. While I was performing this task; a passenger remarked that there was a 'big airplane to our right.' I looked up and saw a single-engine retractable-gear converging at my 1 o'clock and about a half mile; northeast bound; at or slightly above my altitude. I immediately pitched down and turned to the right so as to pass below and behind the converging traffic. The other airplane made no apparent change in altitude indicated 3;100 FT; so our vertical separation was about 400 FT and I estimated our horizontal separation was about the same. Both aircraft were operating at the appropriate altitude for the direction of flight. The aircraft to my right had the right of way and thanks to my observant passenger I was able to see and yield to that aircraft. Upon reflection however; there are still lessons to be learned:1. A traffic alert system; whether an on-board electronic system; ATC flight following; or an observant passenger; contributes to the see and avoid concept and greatly increases safety.2. Complex cockpit tasks; such as finding and tuning multiple radio frequencies should be divided into smaller tasks so that the pilot can avoid longer periods of 'head-down' time and thereby scan for traffic more frequently; and3. Although pilots receive training in scanning for traffic and practice maneuvers that require immediate pilot input; such as go-arounds; stall recover; and recovery from critical attitudes; at no time can I remember receiving training in traffic avoidance maneuvers at cruise speeds. Such training might be beneficial. Of course; it would always be better to practice items 1 & 2 and resolve conflicts sooner.




Synopsis: A PA28 passenger detected converging traffic at 3;500 FT near 8B1 as the pilot was looking at charts for frequencies and so the pilot took evasive action to avoid the other aircraft by 400 FT.
Date: 201911
Local time of day: 1801-2400
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at flight level 250 smoke began to fill the cockpit. Captain and I observed a burning smell and our eyes were irritated. Our Flight Attendant happened to be on the interphone at the same time and also noticed smoke in the cabin particularly near row 18. We executed the Cabin Fire or Smoke immediate action items and proceeded to the QRH. QRH first directed us to the Air Conditioning Smoke procedure. We closed both engine bleeds and began a descent to 11000. At this point the smoke seemed to stop and slowly dissipated. Cause: Overweight landing: we elected to land 300 pounds over MLDW; Captain and I agreed the risk associated with continuing the flight to burn fuel were greater than landing slightly overweight. Suggestions: The company should determine the source and cause of the smoke.




Synopsis: EMB-145 First Officer reported smoke in cockpit; flight attendants reported smoke in the passenger cabin as well. Flight crew executed an uneventful diversion.
Date: 201708
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working [at the] gate offloading Aircraft X. We were offloading the last pallet from the FWD pit when I realized the locks were not down on the dolly so the pallet can be loaded onto the LD7 dolly. Then I walked in between the end of the container loader and dolly to lower the locks when the container loader operator did not see me and began moving the Pallet (PMC) towards the dolly. The pallet of freight pinned me between the dolly and the freight/pallet and I screamed immediately and the container loader operator reversed the pallet. My knees got crushed between the pallet and the dolly and I immediately fell to the dolly and called for a supervisor. I was taken to the clinic and soon after; the hospital. I am awaiting the results of my knees. My bone might be broken; the paramedics claim it could be a muscle that was torn. (ACL)




Synopsis: Ramp Agent reported being injured between a pallet and a dolly when the Container Loader moved the pallet.
Date: 201412
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On departure from TEB on a route of Newel J60 PSB; we were vectored behind a B757. Speed controls by ATC were utilized to get us in trail. Then we were given normal speed which for us was 320 kts indicated. As we closed to within 5 miles of the B757 we were slowed to 280 kts to maintain that distance. The Boeing shortly later was climbed. As we encountered his wake turbulence we asked for a turn off course to avoid flying through it. We got rocked anyway. We then requested an offset from the airway to continue avoiding the wake from the heavy jet; as ATC was step climbing him in front of us; then step climbing [us] to the same altitudes behind him. Eventually we were handed off to another NY controller whom; recognizing the problem; vectored us away from the Heavy; allowed us to climb above the B757 then pass him. Many business jets can out perform the heavy airliners; and should be allowed to do so. All of this could have been avoided if we had been allowed to climb above the airliner while still far behind him. ATC does not seem to understand these things. Unfortunately; this is not our first encounter with this problem; I sincerely hope that with your help; this type of situation will go away.




Synopsis: G550 Captain reported encountering wake turbulence in trail of a B757 during climb. Reporter recommended that ATC become more aware of differing climb performance characteristics of corporate and airline transport aircraft.
Date: 201201
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Pitts Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Wheel Assemblies
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: While doing touch and go's; the right wheel pant came into contact with the tire and caused my airplane to nose over and slide to a stop on the runway. I believe this may have been due to the center bolt holding the wheel pant coming off in flight thus allowing the pant to hit the tire during landing.




Synopsis: Pitts pilot reports nosing over after landing due to the right wheel pant coming into contact with the tire and slide to a stop on the runway. The wheel pant bolt had apparently departed the aircraft in flight.
Date: 201906
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Have a procedural complaint about new arrival into SFO. The PIRAT2 RNAV arrival is new and for a while was not being used by ATC. Old arrival procedure was direct PIRAT - cross PIRAT at 10;000 [feet]. New procedure has numerous step down fixes; altitudes; and speeds. Today we were filed PIRAT2 and when we got in radar contact with Oakland; were given direct PIRAT; cross at 10;000 [feet]. RNAV procedure says PIRAT 15;000 [feet] or below. Fix prior to PIRAT has speed at 260 kts.; so we asked 'Do you need a speed at PIRAT?'; ATC says no. So now I'm wondering are we on the arrival or not. ATC never said descend via; or cancel PIRAT2. From PIRAT on; there are two more fixes/speeds. Do we need to follow the path or not? Now a frequency change and a very busy controller; who say expect vectors for ILS. I was confused as what we should doing. All worked out; but this has happened to me before; and ATC needs to get verbiage correct; i.e. 'cleared to descend via PIRAT2; except cross PIRAT at 10;000 [feet]' or something else. I know the fix is to just ask; but sometimes you don't have time to go into a whole dissertation as to what ATC expects.




Synopsis: B777 Captain reported unclear instructions from ATC.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 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: Flight Attendant (On Duty)
Human factors: Physiological - Other; Confusion; Distraction; Situational Awareness; Workload
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Immediate and severe turbulence. Plane was violently moving back and forth and up and down for about 5 minutes. I was in the bathroom and was knocked to the floor. Wedged myself between the sink and wall with my legs and arms. Passengers were yelling and inserts were crashing to the floor. Cans exploding. All carts were closed and locked. When it subsided I left the bathroom to check on passengers and other crew members. Galley was filled with debris. I could see a body on the floor in the aisle. Turned lights to bright. Flight attendant had been knocked to the floor. The other flight attendant picking up garbage had made it to a seat. Passenger in last row said her back was injured. Paged for a doctor and we had 4 on board. I went back and started cleaning up galley as captain said we were given clearance to go straight to our destination. Paramedics met flight and took flight attendant and passenger to hospital. The rest of us were very shaken mentally and 2 of us went to see our own MD's I sprained my neck; lower back; right shoulder and chest. Bruised tail bone and abrasion.




Synopsis: A B737 Flight Attendant reported severe turbulence at cruise which resulted in a Flight Attendant and passenger needing medical attention immediately after landing. The reporter sought medical aid at home for back; neck and other injuries.
Date: 201905
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Troubleshooting; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Person / Animal / Bird
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Manuals; Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: In ZZZ a mouse sighting was reported. A [Maintenance Control] logpage was opened to schedule a rodent capture treatment with open as required per Aircraft Appearance Manual 10-XX-XX. Before treatment occurred; on Flight XXXX; inbound to ZZZ1 crew [requested priority handling] due to the 'LE flaps transit' amber annunciator lighting up along with all the amber annunciators illuminating on the overhead 'LE devices annunciator panel'. After troubleshooting Technical Support found a dried puddle of pee and feces on top and below the FSEU (Flap Slat Electronic Unit) on the rack. For reference to fault history; similar write-up was also reported inbound to ZZZ2 and FSEU was replaced at that time in ZZZ2.We still have not caught the rodent; and this isn't a one-time problem with rodents damaging aircraft. A brief review of history I've found the small list below but there are more aircraft with similar rodent sighting reports.1) Aircraft Y; rodent spotted in overhead life raft compartment. Scheduled treatment with no rodent found.2) Aircraft Z had multiple sightings; 11 logpages of sightings in multiple locations.3) Aircraft A in C-check. Aircraft remained there until all blankets and wire repairs completed.4) Aircraft B multiple sightings; mouse was eventually caught.5) Aircraft C multiple reports again with wiring damage found caused by mice. Engineering had to write [a request] to perform a Nitrogen Fumigation to ensure mouse was eradicated.Possibly review our current policy of scheduling treatment. Due to possibility of wiring damage causing any number of critical problems with the aircraft and extensive down OOS (Out Of Service) time required for repairs when damage is finally found; I'm not sure waiting to schedule a treatment within a few days is the best procedure. Possibly a 1 flight [with Deferred Item] to get aircraft back to hub for treatment ASAP instead of when schedule permits downline. Not sure best way to handle situation but there could be a better way to ensure the safety of our passengers and crew.




Synopsis: Aircraft Maintenance Technician reported a flight control anomaly attributed to damage caused by rodents. Multiple rodent sightings reported on multiple aircraft.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); 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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Around the T/D (Top of Descent) for the ZZZZZ-3 into ZZZ; # 2 ACP (Audio Control Panel) went inop. Capt (PF) (Pilot Flying) gave me (PM) (Pilot Monitoring) the controls and said he would take the radios and I would fly the a/c (Aircraft). We sent MRM (Maintenance Reporting Manual). Right after that; we got an ELAC (Elevator Aileron Computer) # 2 fault. We followed the procedures in QRH (Quick Reference Handbook). After the process of QRH steps; we got a Left ELEV fault. We followed the steps in the QRH for that. At the same time ATC (Air Traffic Control) cleared us to descend via the ZZZZZ-3. With possible flight control issues; we agreed we should declare an emergency with ATC. The QRH referenced do not use Speed Brakes and possible Direct Law at gear down. So ATC cleared us straight to ZZZ for the RWY X ILS (instrument Landing System). The Capt took back the controls and I assumed the PM duties. We landed safely at ZZZ the and taxied to the gate.




Synopsis: Flight Crew flying A320 encountered multiple system failures prior to landing.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Lancair Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the pilot of Aircraft X. I was conducting a return flight to ZZZ from ZZZ1. I did the ILS XX Practice Approach at ZZZ2 during my return to ZZZ. After my practice approach; I was approaching ZZZ from the south under visual flight rules. The wind at ZZZ was reported as calm. I intended to make a straight in approach to Runway XY. As I tuned CTAF; there was another plane in the pattern that was landing [Runway] XZ [opposite end]. I adjusted my path to go west of the field and prepared to do a 45 degree entry to the right downwind for Runway XZ (XZ is RP). As I approached the field; I made an initial call at 6 miles south; 5;900 ft; just below the Bravo airspace. I made an additional call as I was established on the 45 for right downwind XZ. After I made the 45 degree call; another plane on the field; a twin-engine Piper; announced they were taxiing bravo to hold short XZ; keeping with the flow of traffic. I made another call once established right downwind XZ. As I turned base; another plane; Aircraft Y; made a call that they were taking off XY. I assumed they announced the wrong runway; but a quick glance at the hold short line XY confirmed they were indeed intending to take XY.The pilot of the other aircraft took off against the flow of traffic. When I announced I was on the base leg of the opposite direction runway; he continued to take off; and did not communicate until he was 100 feet from my plane at the same altitude.




Synopsis: PA-28 pilot reported an NMAC occurred on final approach when another aircraft took off from the opposite end runway against the traffic flow.
Date: 202006
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Midflight I walked up to the front of the aircraft to pick up trash; while up there the #1 informed me that the pilots had called about an odor they were smelling. The #1 then asked if I smelt it; I said it smelled musty. When I got to the back I asked the #4 if he smelt anything and he said no. When in my jumpseat on descend I had a terrible headache; but did not think much of it at the time; as far as I was concerned that was the end of it...Our next flight was from ZZZ1 to ZZZ2 and boarding started at XA:05 it was not until door closure that I realized I had a voicemail from a ZZZ Manager at XA:09 (after we started boarding) stating we had a 'cabin event' on Aircraft X; ZZZ to ZZZ1; 6/XX/2020. The #4 then informed me that a Safety Manager in ZZZ1 had come on the plane from ZZZ1 to ZZZ2 to ask the #1 questions about the event. Learning now the severity of a fume event; it is extremely frustrating with how little communication there was with the #1; pilots & managers. I will continue to monitor my health over the next few days and hope nothing arises; seeing as though I was not offered to seek medical attention. Suggestions: The crew should be notified as soon as possible after an event like this; giving them the opportunity to seek medical attention. The lack of concern with an event like this makes me feel as though safety is not a priority.




Synopsis: A321 Flight Attendant reported a fumes event which was not communicated to the entire Flight Attendant crew in order to provide a complete evaluation of the event. The reporter experienced health issues.