elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Direct to LIT on the HOBRKK3 arrival at FL390. ZME Controller started a step down descent from 390 to 370; then 350; then 330. Same controller handed us off to another sector while descending to FL330. I was the PM (Pilot Monitoring) and checked in with the new sector. After 3 attempts the controller responded and asked if we were descending to 330 as if he was not sure why we were descending to 330. He immediately turned us to a SE vector due to traffic. TCAS generated a TCAS ALERT on a target under us. The TCAS alert generated a miss distance of <400 feet. I queried the center controller and informed him that I was concerned about the previous controller descending us into another flight directly below us. He was hesitant to respond; and in my opinion possibly didn't know we were descending to the FL330 altitude. Why; I don't know. I called ZME and had a conversation with a Supervisor and he told me a higher level manager would review the event and call me back later in the day but I never received a call back. I discussed this event with Captain (Name) and we both agreed that a conversation would be appropriate and to follow up with this  report. Obviously I do not have access to radar or audio recordings of the event and this narrative is the best info I can provide based on our experience. My crew followed each command from Memphis Center. I do not have internal ZME communication/coordination practices.




Synopsis: Air Carrier Flight Crew reported TCAS Alert on descent.
Date: 202011
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: The employee buses that service the X lot have become severely overcrowded with all seats being used as well as people standing in the aisle. The bus schedule has changed which has reduced the frequency of trips to and from the lot and terminal. Signs were posted on the insides of the bus stating the bus can carry an occupancy of XX people which does not allow any of us to social distance at all. The COVID-19 virus is spiking quickly in recent weeks; forcing the state's Governor to mandate a curfew in ZZZ; along with early closings of businesses and a mandate which limits a gathering of only 10 people in a home dwelling. So why are we allowed to pack our buses and put our lives and our families lives in jeopardy of contracting this virus? This is unacceptable! Safety should always be our first concern and it has clearly been tossed away.




Synopsis: Ground employee reported the employee bus is overcrowded with all seats taken and passengers standing making social distancing impossible.
Date: 201307
Local time of day: 0001-0600
Location: ATL.Airport, GA
Weather elements / visibility: Rain
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: ATL was East Departing Runway's 8R and 9L at M2. We were running simultaneous ILS PRM approaches to Runway's 10; 9R; and 8L. I was working Ground. We had a wall of moderate to heavy precipitation about 3 miles off the departure end. This caused departing aircraft to not want to depart. Local 3 was instructed to issue a 160 heading; which is OK because Local 4 and Local 5 have standard procedures to that would still allow separation with a departure which is heading 180 for both and Local 4 issues 4;000 FT and Local 5 issues 3;000 FT. At this point safety is a little compromised but still can be done safe. The supervisors at A80 and ATL coordinated to use a 190 heading for Runway 9L departures. Weather is all around; moderate to heavy precipitation about 1-2 miles from the departure end and supervisors want a 190 heading. I'm on Ground and made comments a few times to both Controllers at Locals 3;4; and 5 that it wasn't safe because there is no out if there is a go-around. All 3 Locals agreed with me including Local 3 which still ended up departing aircraft on the 190 heading. I made a comment to the Supervisor that safety is a 0 for this and we should stop departures. In this situation; Management should have stopped departures until we could depart safely in the event that we might get a go-around.




Synopsis: ATL Controller voiced concern regarding operations conducted with weather all around and no consideration given to the possibility of go-around's.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Tasked with the reposition of Aircraft X from the gate to the hangar parking spot. I was in right seat [coworker] was in left seat. Aircraft had inbound write ups from previous flight; items for # 2 & 3 brake high temps and brakes #2 & 3 brake actuator faults. Accomplished checklists and pushed from gate; started engines. During taxi out [coworker] mentioned that more power was required to move aircraft for breakaway. At this time we opened the MCDU page for the gear to monitor gear and brake temps. Continued to taxi and there appeared to be a brake dragging; observed #2 brake temp increasing. Halfway to the hangar the #2 brake temp reached 5.8; #3 1.5 [and] all other brakes 0. While holding to cross active runway noticed #3 tire pressure go to zero along with tire pressure and brake temp message on MCDU. Continued taxi to hangar. Aircraft taxied normal without additional power. Parked aircraft and accomplished post walk around that revealed the #3 tire had deflated. Note: Taxiway/ramp were wet from recent precipitation.Tire failed because #3 brake did not release preventing #3 wheel from turning.




Synopsis: Maintenance technician reported that while taxiing a B787-900; a Main Landing Gear tire failed because the brake did not release.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload; Confusion; Communication Breakdown; Troubleshooting; Time Pressure; Situational Awareness; Other / Unknown; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Manuals; Human Factors
Primary problem: Human Factors

Narrative: Shortly after departing ZZZ; just past [a reporting point]; tower pointed out traffic. I spotted an inbound [aircraft] about a half-mile away that I thought was the traffic and called it in sight and tower told me to switch to CTAF. About 30 seconds after that I saw the plane; which I assume was the aircraft they actually meant to point out to me; at the very last second just as it went under my aircraft. The weather was clear and not a factor; however the light colored plane must have blended in with the snow-covered mountains in the background. I pulled up to avoid the aircraft and had what I believed was a very near miss. We continued to our destination without farther issue and spent the night at a remote hotel without signal. The next afternoon when we returned to ZZZ; tower gave me a phone number after landing. When I called in the controller explained that the other aircraft actually reported it as a strike and that after inspecting their plane he found a tire mark on the top of his wing. At this time I have not been able to find out the pilots name; aircraft tail-number; or type. There was no damage whatsoever to the aircraft I was flying.




Synopsis: GA pilot reported ATC pointed out an approaching aircraft while on departure. An NMAC occurred; the reporter took evasive action and then continued to the intended destination.
Date: 201908
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Learjet 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Runup/taxi checks were normal. Departed with Panel clear - normalAt 6300 feet with heard a loud bang in the back of the cabin.My PIC leveled off and pulled the power back to 200 kts. We noticed the Emer Press (red master caution) light was illuminated.We descended to 6000 and told ATC we were diverting to ZZZ.ATC provided new routing. I ran the Emergency Pressurization checklist. Isolated the emergency as per the Emer Press checklist.From this point the flight was conducted normally (panel clear) with a successful landing at ZZZ to a full stop.




Synopsis: Learjet 60 First Officer reported pressurization system failure shortly after takeoff.
Date: 201505
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a left downwind for 36L in CLT at an altitude of 5000 feet the First Officer (FO) (and pilot flying) first spotted a small drone. It passed from 2 o'clock to 8 o'clock in direction relative to our flight and what appeared to be between 5-10 [feet] above our aircraft. The whole event lasted about 1-2 seconds.  It was very brief due to our speed of 190 kts and its slow speed.  I again got eyes on it for about 1 second.  I estimate its wing span to be 2-3 feet and of the hobby or home built type.  The FO stated he thinks the color was silver or blue.  I viewed it too quick to notice.  The drone passed so fast that no action could be taken.  We notified ATC and they did a good job of making call outs to other traffic in the area. See and avoid.  Don't hit them.  Don't allow them in busy Class B airspace.




Synopsis: CRJ200 Captain reports sighting a UAV (model aircraft) at 5;000 feet while on left downwind for Runway 36L at CLT.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cargo Door
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The First Officer was the pilot flying. Prior to climbing through FL410 the First Officer donned his oxygen mask and was using supplemental oxygen. Approximately 20 minutes after departure at FL450 we received a CABIN PRESSURE LOW message on the crew alerting system. The Captain immediately donned his oxygen mask and started using supplemental oxygen and then took over the flight controls from the First Officer. We confirmed the validity of the message by looking at the increasingly high Cabin Altitude on the CABIN PRESSURE CONTROLLER and initiated a rapid emergency descent with engines at idle thrust and speed brakes deployed while monitoring for other aircraft visually and on TCAS.We [advised ATC] and requested a diversion to [a nearby alternate]. We completed the checklist and QRH items. We landed without further incident.Aircraft Maintenance discovered that the baggage door seal would not fully inflate; and led to cabin pressure loss.


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


Synopsis: G-IV flight crew reported diverting to a nearby alternate after a malfunctioning cargo door seal led to a loss of cabin pressure.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We touched down a few minutes ahead of schedule. We had sent an expect time for our arrival at the TOC (Top of Climb) via ACARS. While approaching the gate we had to stop short of the J line because there was no one to marshal us to the gate. After about 5 minutes the ground crew very slowly made their way into position for us to continue. After setting the brake the forward cargo door was opened. [From] that point it took 18 minutes for the jetway to be brought to the aircraft. During that time a tug and its carts was placed in a way that blocked egress from the 1R door; if needed. Since the jetway was positioned for an CRJ the 1L door was blocked as well. All of my exits forward of the wings where blocked. At NO time was there any communication with us from the station; despite our repeated attempts to reach them via the published frequency. I contacted the [Chief Pilot] who also couldn't reach the station or even the Station Manager via a cell phone number. While this is a horrible customer service experience; waiting nearly 20 minutes for the exit door to open after block in; it is [also] a terrible safety issue. If we had needed to evacuate the aircraft two of my exits where needlessly blocked.




Synopsis: B737 Captain reported deviations from SOP on the ramp after gate arrival led to unsafe conditions.
Date: 201510
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Toilet Furnishing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During boarding maintenance closed and tagged mid lav (Lavatory) as INOP (Inoperative). Reason not known. After first economy cabin service passengers started lining up to use the aft lavs. There were at least two people or more in line. Passengers started coming to first class cabin to use lav. I asked passenger to wait in line behind curtain. There were at least as many passengers in this line. When a first class passenger got up to use the lav; the passengers in line would get upset because they felt the first class passengers should wait their turn. The lines to the lav continued throughout the flight. Passengers would not sit down when the seatbelt sign went on because they didn't want to lose their place in line. Passengers in their seats were upset with the passengers in line. Passengers crowding in the aft galley nearly toppled the beverage cart being set up for second service. Needless to say; no second service was possible. FAs (Flight Attendants) couldn't get in the aisle to do water service. It was a very unsafe situation for all passengers and crew. This aircraft holds too many passengers for [only] 2 working lavs.




Synopsis: B757-300 Flight Attendant reported a chaotic flight after being dispatched with only two working lavatories.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 60
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While en route; the left and right Bleed Air Warning illuminated. (Indicating a tailcone overheat/fire). After completing the checklist and troubleshooting; we were unable to clear the warnings. At this time; the decision was made to make a precautionary landing at a nearby airport which seemed to be the logical choice. When asked by the Controller if we wanted to declare an emergency the PNF responded 'Yes.' As we were being stepped down (approximately FL380) we experienced a rapid cabin depressurization. As per the checklist we initiated an emergency descent. At this point the PNF announced to the controller that we would be descending from present altitude to 10;000 FT. After leveling off we were vectored to a safe landing at ZZZ. At no time were we told to contact any ATC facility regarding punitive action.




Synopsis: At FL390 a Lear 60's Left and Right Bleed Air Warnings alerted indicating a tailcone overheat or fire so the checklist was completed successfully extinguishing the alerts. The crew then declared an emergency to divert when the aircraft lost cabin pressurization mandating a rapid descent to 10;000 FT.
Date: 201501
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Distraction; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Upon adding takeoff thrust a takeoff configuration warning regarding the stabilizer occurred. The more experienced check airman acting as pilot flying in the right seat added some nose up trim silencing the warning and we continued the takeoff without further event. As the Pilot Monitoring and acting Captain I called 'reject' but did not take control because the bell silenced and message disappeared. At this point continuing seemed an acceptable option as the condition was corrected. I cannot recall if the pilot flying said something to change my mind or if the quick silencing and blanking of the EICAS message changed my mind. As I don't have a lot of experience with all the quirkiness of each of the company's planes; I ultimately deferred some of my decisions making to the more experienced pilot/check airman whose quick thinking to bump the trim corrected the situation. In hindsight; I should have committed fully to the reject by stating; 'reject; I have control!' took control of the aircraft; exited the runway and reset the trim ever so slightly (even though it indicated correctly during the preflight.) The whole situation also added to my experience and helped me realize not to second guess myself. Other possible factors may have included the time of flight [very early]; my limited 121 command experience; and perhaps a misaligned green stabilizer trim band.




Synopsis: During takeoff; a B767 Takeoff Configuration Warning alerted but as the Captain called 'Reject;' the First Officer reset the Stabilizer Trim into the Green Band silencing the Warning. The takeoff was continued.