elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Helicopter
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Time Pressure; Workload; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: I departed ZZZ with the intent to ferry it to ZZZ1.  At the time of departure; weather was reported as overcast at 1;800 feet; visibility 10SM.  Field elevation is 2;500 feet.  Highest obstacle of the enroute corridor was indicated as 3;325 feet; per ForeFlight profile.  Reported weather allowed for a 1;000 foot clearance of the highest obstacle.  Upon departing and climbing to 3;200 feet; I could clearly see over all the hill tops along my intended flight path.  Approximately 10 minutes into the flight; clouds started to form and spill over from hill tops to the north and west into the adjoining valleys.  I executed a turn to avoid the clouds.  I decided I would return to ZZZ.  Suddenly; clouds started to form all around me.  The area around me was mountainous covered with thick forest. I felt that IMC was imminent so I initiated the IMC procedure.  I leveled the aircraft and started a climb; after adjusted power & airspeed settings.  I passed through the bottoms of 2 clouds as I started to set up the GPS for an instrument approach into ZZZ.  A moment later I was in a pocket clear of clouds with a large field next to a residence below me.  I decided it better to land VFR in the field than to continue IFR back to ZZZ.  I performed a descending orbit towards the field to get a clear picture of any/all possible obstacles.  A safe landing was performed without incident.  Notifications were made to Center.  After waiting approximately 2 hours; I was able to safely complete the ferry flight. Become IFR current within company.




Synopsis: Helicopter Pilot reported being VFR in IMC and making a precautionary landing in a field.
Date: 201203
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Distraction; Physiological - Other
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During this particular flight; it was the Captain's leg and I had the radios. I was handed off to another frequency; Jacksonville Center. When I checked in; the Controller had a change to our routing. He gave us; 'direct FAGAN then direct TAY then as filed.' I replied; 'FAGAN was not in our flight plan. Can you give us the identifier?' He responded; 'FAGAN--the word FAG; then A-N.' Shocked at his response; I quickly answered; 'that was real professional;' and then I finished reading the clearance back to him. After the Controller's statements; my emotions took hold of me for the next several minutes. I was not fully aware in the cockpit because my mind was awestruck at what had just happened. As I sat there; at a loss for words; we had a situation arise in the cockpit that required 100% of my attention. We had lost one of our generators. Unfortunately; I wasn't able to give 100% of my attention. My mind was still reacting to what the Controller had said. While our Quick Reference Handbook tells us what to do in nearly every emergency situation; I can very confidently say that if I had not been emotionally distressed by what had just happened; I would have been a much more effective resource in the cockpit. My mind would have been clear and more able to deal with the situation at hand. I recall teaching my students the importance of a sound mind and a stress free environment prior to flying to ensure safety. This ideology comes straight from the FAA guidebooks on flying. As such; surely the FAA and ATC realize the importance of the sound mind of pilots in order for us to do our job effectively and safely! Needless to say; there is no place for this type of talk and it is completely unacceptable. The situation I just outlined is a perfect example of why this type of talk cannot be tolerated. I expect more professionalism from ATC when talking on the radios.




Synopsis: When an air carrier First Officer asked for clarification about a revised enroute clearance; ATC's response included a sexual orientation slur which upset him while he was also dealing with a generator failure.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb; First Officer's leg; approximately FL250 First Officer noticed that the left hydraulic quantity was decreasing. Captain accomplished QRH procedure and subsequently hydraulic level fell to zero. Declared an emergency and landed uneventfully.




Synopsis: A MD-82's left hydraulic system quantity began decreasing during climb and after accomplishing the QRH; with hydraulic quantity at zero; an emergency was declared.
Date: 201402
Local time of day: 0001-0600
Location: DEN.Airport, CO
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Fatigue; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL
When detected: Other Post Departure
Result: General Maintenance Action
Contributing factors: Human Factors; MEL
Primary problem: Human Factors

Narrative: Early morning; received a gate call for [Air Conditioning] Pack Regulator fault. Tried to perform an Operational Check to try to reset the system; but could not get the system to reset. Contacted Maintenance Control and both of us agreed to place Pack-1 on MEL 21-51-01C for a Pack Regulator fault. We both missed one step of the MEL where it requires to also apply MEL 21-52-01D. The aircraft flew one flight before MEL 21-52-01D was applied. Lack of Communication between Myself and Maintenance Controller. We both agreed on which MEL to apply but failed to apply second MEL called for. This event happened at the end of my shift; so fatigue may have also been a factor. This event could have been prevented by being more familiar with MEL procedures and reviewing the MEL once applied.




Synopsis: A Line Aircraft Maintenance Technician (AMT) cites a lack of communication between himself and a Maintenance Controller as the primary cause of their releasing an A320 aircraft with an incomplete MEL deferral of Air Conditioning Pack-1 for a Pack Regulator fault.
Date: 201512
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: Ramp Control cleared us to the gate. As I started to make the right turn into the gate; two unmarked white vans driving from my right to the left did not give way. I stopped when we saw them. They continued westbound across the ramp; apparently unaware of us. Continuing to join the line at a very slow 'walking' pace; about half way through the turn; the FO shouted for me to stop. I came to a fairly abrupt stop; and the FO told me another unmarked vehicle had nearly cut us off again. I never saw the vehicle as it was slightly behind the right wing; but the FO estimated he was 20-30 feet from the wingtip when both of us stopped. We continued to the gate uneventfully. The FO reported the incident to Ramp Control; but he said he could not see our aircraft.First; the gate sign at the gate was unlit. Second; the overall lighting at the gate was so poor the area appeared almost as a 'black hole'. In fact; during my taxi in; neither the FO nor I initially saw the line; and I overshot the turn as we were looking for it. We got permission from Ramp Control to make a turn in the open ramp area to re-align; and I used additional aircraft turn-off lights to help acquire the line. We commented to Ramp Control that the gate sign was inoperative and the lighting was very bad. He said he had seen the gate sign go out a few moments prior to our arrival; and he knew the lighting was bad. The marshaller was in place with lighted wands; but I don't think they saw the vehicles cutting us off due to the speed of the vehicles; and aircraft parked on gates either side of [our] gate. The two things that saved us were a very slow; deliberate taxi speed; and an attentive and assertive FO.At night; the lighting is so bad at the gate that without a lighted gate sign; it actually appears there is no gate at that location. I believe the vehicles in the driving lane did not see the gate area either; and likely did not think any aircraft would turn into that spot.This poorly lit ramp area invites confusion by aircrews and vehicles alike. Make sure the gate signs are operative at night. Consider adding wing walkers near the vehicle driving lane on each side of the wings at night. The line and clearance zone lines should also be more easily visible.


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


Synopsis: Air carrier flight crew taxiing into ramp had to come to an abrupt stop to prevent hitting an unmarked vehicle transiting the ramp.
Date: 201907
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other preflight planning
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Pilots are flying sick and fatigued. Management and Chief Pilots bring pilots into the office on days off to threaten and fire pilots for being sick. Captains are flying sick and unconscious during flight. Unqualified First Officers are flying sick because the company will not upgrade any pilot that calls sick. These facts are recited on video. When another aircraft tries to crash for no reason; you have no excuse. You know; you were told; outs your responsibility to protect passengers.




Synopsis: Check Airman warns of the dangers of fatigue among pilots.
Date: 201909
Local time of day: 0601-1200
Location: 3W5.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G 3W5
ATC / advisory: CTAF 3W5
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: 3W5 airport has a right hand pattern for Runway 7; which I chose to follow for the landing since I was heading west down the valley.  I entered the downwind at 1;200 ft. and noted that there was a hill at the end of the downwind that limited how far I could go before turning base; which shortened my normal downwind leg.  Turning base put me a little past the runway centerline; which I came back to on the approach.  There were trees that I had to clear before reaching the runway. Having cleared the trees I pushed the plane down to the runway.When I descended into ground effect the plane floated further than normal because of the increased airspeed from the descent. When it finally touched down I had to decide between trying to stop or doing a go around.  With trees at the opposite end of the runway I was not sure about missing them on a go around so I decided to try and stop on the runway and applied heavy breaking. I traveled off the end of the runway onto the dirt and grass which went downhill about twenty feet to a dirt road.  The plane slid down the incline and when it reached the road; the prop struck the dirt road scraping two of the blades and bending the third one.  A fellow came and helped me turn the plane on the road and we moved it up to the hangar area.  The prop has been removed and needs to be replaced; and the engine is scheduled for tear down and exam for any internal damage.In thinking back on the incident; I can see where having more information about the layout of the airport and the surrounding area would probably have had me land on Runway 25 since there was no wind on that day and the approach pattern to Runway 25 was more open.  I know my airspeed was a little faster than normal when I got to the runway but was surprised at how far the plane drifted before touchdown. When landing a Mooney; airspeed is critical.




Synopsis: Mooney pilot reported overshooting the touchdown zone with excess airspeed on landing; resulting in a runway excursion.
Date: 201207
Local time of day: 1201-1800
Location: BOS.Airport, MA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I cleared an A320 for takeoff on Runway 4R. Wind was strong out of the northwest. Once airborne; I instructed the A320 to contact the Departure Controller. Almost immediately; I noticed the A320 was climbing toward a C402 that had departed Runway 4L. The C402 was climbing on the 4R extended center line area instead of tracking to the northwest as expected. The C402 had been worked by the Local Control West (LCW) Controller and had been assigned a 350 heading which was inadequate; during strong northwest wind to ensure separation between the two runways. I immediately notified the Departure Controller of the impending conflict between the two aircraft. I should have talked more with the LCW Controller about the wind and the Runway 4L departures. I should have also recognized the conflict before I had the A320 change frequencies so that I could have issued instructions to resolve the conflict.




Synopsis: BOS Controller described a conflict event between two IFR departures from different runways; listed coordination failures and lack of intervention as causal factors.
Date: 202106
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: I had a disruptive passenger on board and needed to communicate with the station to coordinate the removal of the passenger. We called for the station several times to inform them we would be returning to the ramp. After several attempts we did not have any answer. After we got parked on the ramp a few agents came out to the airplane looking confused on why we returned back to the ramp. We again tried reaching the station on the published frequency. After several attempts we were still unable to communicate with them. As a last resort I typed on my iPad and held it up to the window to communicate with them that we needed stairs and a supervisor. Once the supervisor was on board and the situation was under control. I asked if they monitor the ops frequency. The supervisor told me the radio only works sometimes. This is a safety concern of mine. We were not able to communicate with anyone. ZZZ is uncontrolled; so no ATC; ACARS doesn't work there; and the station's radio did work. If we were to have a more serious issue for example a medical emergency or needing firefighting services we would be left by ourselves with no assistance. The ops radio at ZZZ doesn't work. Fix the ops radio.




Synopsis: Air carrier Check Airman reported concerns when informed that the station operations radio 'only works sometimes' when attempting to return to the gate and address a passenger misconduct issue.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was a departure off of ZZZ enroute to ZZZ1. The aircraft was climbing to FL200. Sometimes; these aircraft need a PointOut to ZZZ1 Center sector XX; who owns 11;000 up to and including FL190. During COVID; the sector is usually combined with ZZZ1 Center sector XY; who owns FL200. Aircraft X was at the boundary of me and ZZZ1 Center sector XY at 16;000; and climbing; At the same time; I had an usual situation of a high performing VFR aircraft not talking to ATC. He was climbing out of ZZZ2's airspace directly into the face of an oncoming arrival into ZZZ2 that I was working. I was busy talking to ZZZ2 asking about the aircraft and subsequently amending the altitude; turning; and calling traffic to the ZZZ2 arrival for the VFR aircraft that I missed the PointOut to ZZZ1 Center sector XX. I'm not sure if sector XY was open or not.In the future; I will make sure to double check the status of sectors; especially now that there is increased traffic and sectors are no longer combined the way they mostly have been for the past 4 months. I will also actively not try to let a single odd situation take my attention or distract me from the other portions of my sector.




Synopsis: Center Controller did not point out an aircraft and violated airspace within another center's airspace.
Date: 201708
Local time of day: 0601-1200
Location: CHA.TRACON, TN
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E CHA
ATC / advisory: TRACON CHA
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was an IFR overflight through the airspace at 5;000 feet from west to east. As the aircraft was exiting the airspace to the east; it entered a 6;000 foot Minimum Vectoring Altitude (MVA) still at 5;000 feet. As the aircraft was in auto-flash to Atlanta Center; approximately 5 miles inside the 6;000 foot MVA; the Center controller called me on the shout line and requested the aircraft be issued 6;000 feet for MVA. I immediately told the aircraft to climb and maintain 6;000 feet for terrain. The aircraft climbed to 6;000 feet and was handed-off to Atlanta Center.Pay more attention to detail with aircraft altitudes and the MVA's they're flying through.




Synopsis: CHA TRACON Controller allowed an aircraft to enter a 6;000 foot Minimum Vectoring Altitude area at 5;000 feet.