elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Location: SNA.Airport, CA
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure; Chart Or Publication; Company Policy; Airspace Structure
Primary problem: Chart Or Publication

Narrative: We used the DSNEE 1 arrival into SNA for the first time on this date. The aircraft used was a B737. Several issues were noted.  1. After the DSNEE 1 arrival was programmed into the FMC; it warned of 'steep descent after ROADE'. After passing BRCKK waypoint; nose pitched down significantly to maintain VNAV path. Use of full speed brake was necessary to maintain the 280 knot restriction. After passing ROADE waypoint; nose pitched down even further; and the path indicator showed us 900 plus feet above the VNAV path. Full speed brake use continued. After passing PHIYA waypoint; airspeed immediately slowed to 220 knots in preparation for the DSNEE waypoint restriction 220 knots at 8000 feet; but we were still 23 miles from DSNEE. We informed SoCal approach that the aircraft was slowing; and we asked her if this would cause a problem. She responded that we should just fly the arrival as published and that he would file a [safety] report and requested that we file a report. We responded that we would file a report about the issues encountered with the DSNEE 1 star. This report is for informational purposes only; as we exceeded no limits during the arrival.




Synopsis: B737 First Officer reported several unusual maneuvers the FMC commanded to comply with restrictions for the SNA DSNEE1 Arrival.
Date: 201908
Local time of day: 1201-1800
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
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)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Weather; Procedure
Primary problem: Weather

Narrative: Both myself and the other Flight Attendant were securing the back galley and I was making an announcement when we hit turbulence on the E-175. We both grabbed the assist handles and were trying to get to our seats when the aircraft rolled and my feet were thrown out from under me. If she had not pulled me down on top of her and hugged me; my face would have been smashed on the aft bulkhead wall. We had a passenger in the lavatory who started screaming and I yelled to her to close the lid; sit down; and hold on. I have bruises on the left side of my body. I am submitting this report because a report needs to be submitted. There are numerous reports online about the NTSB investigating incidents on this plane to flight attendants in the back galley who were injured during clear air turbulence. This needs to be addressed with the company; the ripple effect on this aircraft; initial approach cleanup should start before descending so that the flight attendants are in their seat at that point. I also experienced it on the next flight and we had to grab on to the jump seat on the back and strap in. The seatbelt sign was not on and Captain said the turbulence came out of nowhere and he didn't think it would be that bad. This is a recurring theme with this plane.




Synopsis: Flight Attendant reported being injured during turbulence.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: No airspeed on Captain's side during takeoff. Aborted takeoff and went back to gate.




Synopsis: A320 Captain lost his airspeed indicator on takeoff roll. Rejected takeoff executed and aircraft was returned to the gate.
Date: 201709
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon applying takeoff power while on the runway. The engine began making power. Then without notice or hesitation; the airplane began yawing hard to the right. I aborted the takeoff and while re-centering the airplane on the runway noticed that the right engine was no longer running. It had died during the application of takeoff power.




Synopsis: C402 Captain reported a rejected takeoff due to an uncommanded yaw from an engine rollback.
Date: 201907
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: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Bag arrived with battery attached. Met customer in Baggage Service Office and advised of policy. Customer stated that she was not aware and no one asked her when she checked bag.




Synopsis: Commercial Airline Agent reported a passenger bag arrived in cargo compartment with Lithium Ion Batteries installed.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Sail Plane
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were descending from 6;000 ft to 4;000 ft on an IFR flight plan. As we passed through about 5;500 ft the Pilot Flying (PF) saw an aircraft at our 1 o'clock. They appeared to be climbing. The PF disconnected the autopilot and stopped our descent and turned left. We missed the glider but were able to see the other pilot. The glider did not show up on our TCAS and approach was unaware of any aircraft operating near us. After passing the glider we returned on course and continued our descent. Approach was unaware of our deviation. We did report the near miss to approach.




Synopsis: Captain reported a Near Mid Air Collision with a glider that required evasive action.
Date: 201709
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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: SKNRD 4 arrival into IAH; approximately 10 miles outside of ZOEEE; descending through approximately 8000 ft; aircraft encountered moderate wake turbulence. Aircraft buffeted and rolled right 15-20 degrees. Buffeting continued and aircraft began to roll with moderate force back to the left. Pilot flying immediately disconnected the autopilot; set TOGA thrust and pitched aircraft 15-18 degrees nose up while attempting to level the wings with side stick input. As aircraft approached 30 degrees of bank to the left; we began to clear the wake. PM immediately notified ATC that we were maneuvering for a wake turbulence encounter. ATC responded 'ok'. We leveled at 9300 ft; reestablished automation and continued so as to cross ZOEEE at 7000 ft. PM queried ATC as to what type of aircraft we were following. ATC responded 'a 747'. They then asked us to slow for spacing. This was the first time we were notified that we were following a heavy. As best I can remember; our noted distance behind the B747 after the encounter was between 7-10 miles. Winds were light and variable. PM checked in with cabin crew and they verified that there were no injuries; but that passengers were frightened by the encounter.




Synopsis: A319 First Officer reported encountering wake turbulence 7-10 miles in trail of a B747 on arrival into IAH.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Dawn
Aircraft: Challenger CL600
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness; Distraction; Fatigue
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Main Entrance Door came open on initial takeoff roll at about 60 knots. The door contacted the runway at which time the takeoff was aborted. Raised door; secured it and then taxied off runway and return to [company].The initial inspection of the door revealed there was sheet metal damage to the outer skin at upper end of the air stair door. The foot of the door was broken off as well. The door locking mechanism was checked and found to be working as designed. The initial inspection of the damage to the door didn't rise to the criteria of an accident.The contributing factors to this incident were:1. Flight crew was operating on only a couple of hours sleep after a late arrival that morning. Should have declined to do flight under these circumstances in advance. 2. Had not flown this particular aircraft type for a couple of months and had been operating a 'new' type by another manufacturer. I was distracted when closing the door and did not catch the usual 'door unsecured' indications as we prepared for taxi and takeoff. I believe that there was a mental transfer of 'door unsecured' indications from the new aircraft that I was applying to this model. Mental confusion!3. Complacency from having operated this aircraft for 1500+ hours; closing and successfully securing the door for multiple hundreds of time without incident.This has all led to deserved self-evaluation and awareness that operating under any of the above conditions can easily lead to a mishap of minor significance as this; bent metal; or more serious consequences.


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


Synopsis: CL600 flight crew reported a rejected takeoff due to the main entry door opening.
Date: 201807
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Pushback
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During push back; the Tug Driver began shouting on the interphone; 'The plane is loose...stop the aircraft! Stop the aircraft! Stop the aircraft!' I simultaneously noticed the tug appearing in front of the nose and the aircraft picking up speed backward. I immediately stopped the aircraft by applying brakes. Apparently; the tow bar pin was not connected properly to the tug.  FAs (Flight Attendants) notified me the A FA had lost his balance and hit his head on the forward galley. We returned to the gate and contacted Operations for medical personnel to meet the aircraft. We coordinated with Dispatch for StatMD; who discussed the situation with the paramedics. FA was unsure if he wanted to go to the hospital. It was decided that he would go to get checked out. Operations supervisor was called and was to meet FA at the hospital. We had a replacement FA assigned. There was no damage to the aircraft. We departed uneventfully.


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


Synopsis: B737 flight crew reported an abrupt application of the aircraft brakes and injury to a cabin crew member during pushback when the towbar became disconnected.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: No Aircraft
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: As of Date; after more than a year of each area working mid shifts in their own areas to keep COVID safety precautions a priority; ZZZ [TRACON] as a facility has forced their controllers to congregate into one poorly ventilated area and needlessly work next to other controllers from other areas. The primary safety concern was highlighted as last night; Date; a positive COVID case was reported in Area B and it prompted an early level 3 facility cleaning. Area E controllers are permitted to stay in their own area; great for them. However; Areas D; C; A and B are now forced to work together in area D for hours on the mid shift. The person who worked for 8 hours the previous morning with the person who reported they tested positive just after that shift is now sitting next to 3 people from other areas in Area D which is closed off with a plastic tarp with a small hole for entry. It's one thing to contract trace and potentially wipe out one area; but allowing the cross contamination of multiple areas together is plainly irresponsible. Additionally; at least for Area C; there is NO Orange emergency jack in Area D. If the TED goes down; Area C has zero recourse. We would be forced to abandon position and sprint to Area C to try to save a imminent disaster (I.e. a plane full of 200 plus people smashing into the ground). This is probably true for areas A and B who are working from area D on the mid shift. ZZZ should not be subjecting their controllers to potential cross contamination; regarding COVID tracing. Also; the safety redundancy doesn't exist for other areas in area D. ZZZ claims they are following some MOU that was in effect years ago. It's plainly irresponsible that management at ZZZ cannot coordinate a new MOU or a waiver with the primary concern as SAFETY of this controllers and if considering the safety of the flying public (no Orange Jacks). All areas should work in their OWN areas as we have successfully done for more than a year.




Synopsis: TRACON Controller reported issues relating to COVID-19 at the facility.
Date: 201412
Local time of day: 0001-0600
Location: HIO.Tower, OR
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class D HIO
ATC / advisory: Tower HIO
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Troubleshooting
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Procedure

Narrative: Aircraft X was IFR and released from P80.  I told the aircraft cleared for takeoff.  Aircraft Y was on final and I cleared it for a touch and go with a wake turbulence cautionary.  I told Aircraft Z who was on final too that he was number 2 on final and cleared touch and go.  Aircraft A called me on the left downwind and I told the pilot 'Aircraft A; number three; follow Cessna three mile final; runway 31 cleared to land.' Aircraft A replied; 'Follow Cessna; clear to land three one.'  I then made other transmissions to other aircraft and then scanned for Aircraft A to make sure it had turned base.  I saw the aircraft on base but was not sure if he was going to follow Aircraft Z mainly because of the visibility.  In the background there were dark clouds and it was hard to spot some of the airplanes and also judge distances.  I asked Aircraft A if he had the Cessna ahead and to his right on final in sight because at that moment I thought he was in a base turn that would cut off Aircraft Z.  He said he had the Cessna in sight but I did not know if he was referring to Aircraft Z or Aircraft Y who was short final.  I told Aircraft Z to turn left so that he would turn away from the final; but instead Aircraft A took evasive action and climbed the aircraft to avoid hitting Aircraft Z.  That's when Aircraft Z said on frequency that he wanted to report that.  I told Aircraft A to proceed northbound and then I told him to head towards the airport and he was cleared to land.  He landed safely. I don't have any recommendations. I thought when I gave Aircraft A his sequence and clearance to land he knew which aircraft to follow.




Synopsis: HIO Local Controller describes a NMAC where an aircraft is told to follow an aircraft type on final; while there are two of the same type of aircraft on final. Downwind traffic turns in to follow wrong aircraft.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 9
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Other 61
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was conducting take off and landing practice with a student; staying in the traffic pattern at ZZZ. At approximately 500 AGL; on short final for 17R my student was flying when I noticed a Cessna at our altitude on a collision course. At the same time the TCAS reported the traffic and I took controls to emergency descend below the traffic. At that time ZZZ Tower reported traffic alert and that he was unaware of where that traffic was going. I completed a normal landing and ended the training flight.




Synopsis: PA28 flight instructor reported a NMAC with a Cessna on short final.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Passengers in row XY did not comply with the mask rules on multiple occasions. Masks were present but not being worn properly. This also caused a separate passenger to become uncomfortable and resulted in that passenger confronting crew in the galley.  He was not happy and felt like we weren't being harsh enough with the mask rule. We ended up giving a final warning to the passengers about masks before the flight was over.




Synopsis: Flight Attendant reported two passengers were not compliant wearing face masks during the flight.  Another passenger was uncomfortable with them not wearing the face masks and confronted the crew.