elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was advised by my Aviation Medical Examiner (AME) during my last Class I Physical that I was flagged for Obstructive Sleep Apnea and that the FAA would be contacting me. It was his recommendation that I get ahead of them and have myself tested and start treatment if necessary. I had a consultation with the Sleep Study office and had a Sleep Study. My follow up appointment I was diagnosed with OSA and given the prescription for C-PAP therapy. I bought my equipment and started using the C-PAP five days later. On the hand out I received from my AME it states I am to 'provide the following information to the Aerospace Medical Certification Division for review within 90 days'.When I sat down to compile the information this afternoon; I saw another statement on the page stating if my sleep study is positive I may not exercise the privileges of my Medical Certificate until I provide the required documentation. I am not sure if I am in the 90 period; or not legal to fly; but I have flown multiple trips since; I will be in contact with all applicable parties at the open of business tomorrow to find out my status and any corrective action necessary. I believed I was being proactive and had no intention of flying without a current medical and hope I did not.




Synopsis: Air Carrier pilot is diagnosed with Sleep Apnea by his AME. When filling out information requested by the Aerospace Medical Certification Division he discovered that he may not exercise the privileges of his Medical Certificate until the required documentation provide. There is also a 90 day window to comply and he is not sure if he is in compliance with the regulation.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: I followed the usual hand propping procedure; had the throttle cracked maybe 3/8 inch at most. When the engine started; it ran fast enough to break [my passenger's hold on the horizontal stabilizer]. I cleared the front of the plane in plenty of time; but as it went past me; I tried to enter the cockpit by grabbing onto the lower right strut; but didn't have enough strength to pull myself within reach of the throttle lever. The plane thus dragged me around for maybe a turn (to the right; I think). After I finally let go; I was mainly concerned with avoiding it; I don't recall making a second attempt to get in the cockpit. The plane did keep circling; I fell to the ground to avoid it as it circled; and the left main ran over my left shoulder which caused my left shoulder to be dislocated. After that; the plane kept in its circular path; finally running into a lift; where it stopped.




Synopsis: Piper J5 pilot reported losing control of the aircraft after hand propping the engine.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Situational Awareness; Confusion; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I believe complacency played a role in this error. I am always checking and double checking my work but unfortunately I missed an important piece of information on the Center of Gravity (CG) and Passenger Count (PC) data. Next time I will slow down and thoroughly check my work without rushing and recognize my complacency.We arrived to our aircraft in the morning to perform our duties for the first leg out of two for the day. Boarding was complete and I received the cargo sheet and CG/PC Data from the gate agent. As I plugged the numbers in for departure I noticed the passenger count seemed low.  Thinking that it was due to the slow season and COVID I continued to run the numbers for our takeoff data. With the low passenger count I figured we were going to also need a ZFW reset from the dispatcher. I confirmed with the Captain and went ahead and contacted Dispatch with our new ZFW and confirmation of our CG. New numbers were sent back and we took off uneventfully.While in cruise the Captain requested a lavatory break. Upon his returned; he voiced his concern with the passenger count from what he saw in the cabin while checking our CG/PC. That is when we realized that the incorrect CG/PC was given to us. As we were starting our decent; the Captain transferred the controls to me while he referenced the COM and tables to calculate our correct weight along with the landing data and Vapp. As a precaution we also added few knots to the Vapp. The Captain completed the tasks and I confirmed that all the information was correct and within safe parameters for a safe landing.  We had sufficient runway and the field was VMC at the time of landing. The landing was uneventfully and we continued to the gate.




Synopsis: Air Carrier First Officer reported the pilot crew realized; in cruise; the weight and balance data were incorrect. The pilots did not question the small passenger load; which is common during the COVID-19 pandemic; before takeoff.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: En-route we noticed a fuel imbalance of approximately 1;400 LBS low on left side. We balanced the fuel and continued. We noticed fuel imbalance starting again (low on left side). We ran engine fuel leak procedure and asked deadheading Captain to check evidence of fuel leak. He was unable to verify a leak. We declared an emergency and diverted to an en route airport. We were in an idle descent until final approach and did not notice additional increase in the imbalance at that time. We landed on Runway 01L and shut down left engine after clearing the runway. The Airfield Rescue and Firefighter crew said they saw evidence of a fuel leak and we pulled left fire handle. After cleared from Airfield Rescue and Firefighter crew we taxied to remote parking and deplaned the passengers.


Second narrative: We were in an idle descent from altitude until final approach with no further increase in the imbalance. We landed on 01L and were met by the Airfield Rescue and Firefighter crews. I shut down the left engine as soon as we turned off the runway. The Airfield Rescue and Firefighter crew said there was evidence of a leak and I pulled the left fire handle at that time.


Synopsis: Because of a recurring fuel imbalance a B757-200 crew discovered that the left engine apparently developed a fuel leak in flight. An emergency was declared and the flight diverted to an enroute airport.
Date: 201602
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: LAX Ramp Tower cleared us to push back. After both engines were started and after the salute/end marshaling signal; the First Officer obtained clearance to taxi to the top of the alleyway. I observed a white van disappear behind the FO's side window. The van appeared to be on our side of the solid white line depicting the boundary of the alleyway. As I slowed the aircraft to a stop; the van disappeared and a white pickup truck following the same path stopped abeam the First Officer's side window. The FO advised Ramp Tower that we would like all of the ground equipment to move to the terminal side of the white line before proceeding with our taxi. We were stopped for about 20 minutes while one vehicle after another drove into that same spot and stopped apparently oblivious to our attempt to taxi out of the alleyway. After the [first] truck was a catering truck and then a lavatory service truck. Ramp Tower called the company with no help and finally called Airport Operations who sent a sedan with hazard lights to chase the ground vehicles out of the aircraft taxi path.LAX [airport diagram] notes that the alleyway is extremely congested and confined. It cautions there is an 'extreme jetblast hazard area' and aircraft must remain on the taxiway centerline. The wing tips are not practically visible during taxi from the 757 flight deck. There are reference points to predict the path of the aircraft structure; and some of the vehicles appeared low enough and some appeared far enough to avoid collision. However; with at least half a dozen ground vehicles of all different sizes driving and parking fully on our side of the solid white boundary lines there was no way to determine with certainty that ground collision could be avoided or that the drivers were assuring that. So; I did not move the aircraft until all of these vehicles were on the terminal side of the white line. In that 20 minutes numerous aircraft were delayed both inbound and outbound. The drivers and ground employees on foot all seemed oblivious and most never even looked toward our aircraft. They all appeared preoccupied with their own duties.




Synopsis: B757 Captain reported ground vehicles failing to yield to his aircraft during taxi out of an alleyway at LAX; causing a twenty minute delay.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Oil Indicating System
Reporter organization: Air Carrier
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; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Experienced a loss of engine number 2 oil due to an oil leak. Twenty five minutes after takeoff; we noticed engine number 2 oil level went from 10 to 4 quarts. We contacted Dispatch and Maintenance via ACARS and AIRINC. They told us to continue to [our destination] and monitor oil pressure and use QRH as necessary. We continued while monitoring engine parameters. Thirty minutes before landing we noticed a lot of fluctuations in the oil pressure. Sixty five miles before landing we got the 'low oil pressure' EICAS message. We followed the QRH. It instructed us to perform a precautionary engine shut down; which we did. We then [notified ATC]; briefed the flight attendant; and advised Dispatch through ACARS. We got priority handling; landed on the closest runway and everything went according to SOP.




Synopsis: EMB-145 pilot reported they lost engine oil quantity shortly after takeoff and continued to their destination.
Date: 202109
Local time of day: 1801-2400
Location: SQL.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZOA
ATC / advisory: CTAF SQL
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Distraction; Human-Machine Interface; Troubleshooting
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: When arriving at SQL after the Tower had just closed I attempted to turn on the Runway Illumination Lights. At first the lights turned on and the approach was normal. On short final the lights turned off and could not be turned back on by my aircraft. I initiated a go around to re-evaluate the situation and try again. Our aircraft was not able to turn the lights on after multiple attempts.Another C172 entered the pattern shortly after initiating the go-around. That aircraft was able to get the lights to come on. I am uncertain why they were able to turn them on and we could not. Our radio had no issues communicating with ATC on the flight over to SQL. We landed immediately after the second aircraft and never determined whether or not our aircraft could cycle the Runway Illumination Lights. Considering this issue has been documented at SQL before and has since been considered resolved; perhaps the intermittent lighting issue still exists.




Synopsis: A pilot arriving SQL after the Tower closed reported the runway lights turned off when they were on short final. The reporter states this is a recurring issue at SQL.
Date: 202009
Local time of day: 0601-1200
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 (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
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; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger had to be told several times to properly wear his mask while he was not eating or drinking before he finally tied the upper portion of his mask above his mouth; but below his nose. I told him his nose should also be covered; so he begrudgingly pulled it up but left the bottom untied and ate and drank with his mask 'on' but not secured. I have personally interpreted our mask policy would deem wearing a mask in this manner as inappropriate; but I allowed this behavior as I was exhausted from constantly reminding people they needed to properly wear their masks.Is this an appropriate/effective way to wear a mask? Show photos of appropriate vs inappropriate masks before passengers board.




Synopsis: Flight Attendant reported a passenger did not comply with face mask policy during flight.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach; TE Flaps stuck at approximately two degrees. Discontinued approach; declared emergency and ran QRH procedure. Flaps were extended to 15 using Alternate Flap system as per QRH. After completion of appropriate checklists; a normal landing was accomplished at approximately 132;000 LBS landing gross weight; using the longest available runway. No asymmetry or other abnormal conditions noted.




Synopsis: During approach a B737-800's TE flaps stuck at two degrees. Flaps were extended to 15 using Alternate Flap system per QRH procedures and landing was accomplished on longest available runway.
Date: 201710
Local time of day: 0601-1200
Location: 7S5.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Glider Tow
Flight phase: Initial Climb
Airspace: Class G 7S5
ATC / advisory: CTAF 7S5
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Glider
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departed 7S5 Runway 34 with glider in tow; announced departure and routine cautionary message of: (Tow plane and glider departing 34 using non-standard right hand traffic pattern. Power[ed] traffic please use published left hand traffic pattern). Turning to right down wind a small [powered] aircraft emerged from under my raised left wing passing over the canopy at an estimated range of 100 ft.Spoke with the pilot of the [small powered aircraft] who stated he saw the tow plane and glider climbing out of the airport but could not determine our intended direction of flight. Pilot also stated he did not hear our radio announcement as we departed the airport.7S5 is a rural uncontrolled airpark community with a glider operating opposite the published traffic pattern for safe separation of glider and power[ed] traffic. A recommended corrective action: Practicing a greater situational awareness to potential air traffic.




Synopsis: Tow plane pilot reported a near mid air collision with an aircraft while climbing with glider in-tow.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [I] began to experience engine roughness followed quickly by complete loss of power. At the time; the plane had already closed the IFR flight plan with Approach and was squawking 1200 inbound to land. The engine lost power at 1;500 feet AGL and +4nm from [the airport] with an 18kt headwind. Given the proximity to the ground and distance to runway the pilot reversed course to put the wind at his back and began searching for a place to land.Initially a plowed field beyond the highway was the intended target; but seeing that there was no immediate traffic on the highway the pilot decided to land on [a highway]. The landing proceeded without incident or accident to motorist on the road. Upon inspection of the aircraft the loss of power was caused by fuel starvation due to the fuel selector switch set to the right tank and the previous flight conducted while on only one tank.The chain of events that ultimately ended in a power-off emergency landing on a county highway were set in motion by the complacency of the Pilot in Command (PIC) and failure to properly use and abide by checklist procedures in the cockpit. The perceived familiarity of the aircraft lead to a level of complacency on the part of the pilot as it was related to the fuel selector switch and checklist flow during preflight.The belief that the selector switch was 'Always on Both' allowed the checklist item to go unnoticed and the enroute phase of flight conducted with the aid of the autopilot which prevented the pilot from noticing the aircraft flying more and more out of trim while one tank was exhausted. Upon approach to the airport and the disconnecting of the AP system the pilot noticed the trim situation; which was promptly over shadowed as the engine lost power. Ground proximity; aircraft configuration; airspeed the urgency of the situation prevented the pilot from attempting corrective measure that might have restored engine power.




Synopsis: C-182 pilot reported landing on a highway after the engine quit because of fuel starvation.