elihoole/asrs-aviation-reports huggingface dataset:
Date: 202004
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: Customer boarded airplane and was coughing; etc. Flight Attendant provided face mask that he refused to wear. Customer vomited all over the back galley and bathroom and spread the vomit on carpet back to his seat. Captain had the airplane taken out of service upon arrival due to the stench and magnitude of vomit everywhere. Flight Attendant [was] sent back to base with no pay or the option to get checked out for COVID-19.Our system is flawed. We need to be proactive and make customers wear face masks and get temperature checked. Flight attendants are first responders and need to be protected from the spread of this COVID-19.




Synopsis: Flight Attendant reported a passenger vomited throughout aircraft causing aircraft to be taken out of service after landing at destination. Flight Attendant suggested passengers should wear masks and have their temperature checked prior to boarding during the COVID-19 pandemic.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; 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: Human Factors; Manuals
Primary problem: Ambiguous

Narrative: An FAA inspector was on our flight.  She asked me for my manual.  She told me that I needed to insert revision #32 dated 8/14.  I explained to her I had 14 days to insert it and was going to do it on the layover.  She told me I needed to insert it during the flight or I would be non compliant.  I spent 45 minutes inserting the revision.   Later I was guarding the flight deck.  The Captain was in the Lavatory.  The Inspector was coming forward to return my manual to me.  I motioned for her to stop but she did not.  She continued to walk forward; I took two steps towards her and told her she needed to go back; the Captain was out.  She continued to walk forward; gave me my manual; and then returned to her seat.  I was sitting on the forward jumpseat and the Inspector sat down next to me.  I explained that only certified flight attendants could occupy the jumpseat.  She said; 'Don't worry; I have been a flight attendant for over 40 years.'




Synopsis: B737 Flight Attendant is informed by an FAA Inspector that a FAOM revision dated in the future must be installed during the flight; in order to be compliant with FAR's. The Inspector also does not comply with the reporters request to remain clear of the forward galley while the Captain is out of the cockpit and sits on a jumpseat.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I proceeded to ZZZ to perform a touch and go on Runway XX as directed by the Tower. The reported winds at that time were [10 degrees from runway heading] at 10 kts gusting to 18 kts. I reported to Tower when I was on downwind and continued in the pattern. Because of the direction and gusty winds; I prepared on Final with a slight crab to the right and only extended my flaps to 20 degrees crossing the threshold at about 75 kts. Up to this point the plane was in line with the center of the runway. At touchdown there was slight lift of the plane; but I was able to allow the plane to settle back to the runway where it began to skid sideways to the left of the runway centerline. Applying rudder and turning controls into the wind with back pressure; I attempted to bring the plane back to the center of the runway to then takeoff. I was unable to regain control of the plane and it continued to skid into the grass on the left side of the runway. I began braking and the plane rolled up an incline and platform area in the grass where it came to a stop when it rolled down the platform on the other side. Tower contacted me where I indicated we were not hurt but that the plane could not move on its own. The engine and all equipment were shut down and we waited for emergency assistance.In hindsight; I could have made different decisions than the ones I made. Once the skidding began; I could have added some power to regain a more forward motion or added full power for a go around. I also could have chosen to not attempt the landing with the winds gusty.I realize winds create great hazards to flying and deserve tremendous respect. Also; knowing my limitations and being able to make good judgment calls to keep myself; passengers; and property safe are necessary qualities I strive to emulate as a good pilot. I fully expect to learn from this misfortune and strive to continue training and educating myself to be the best pilot I can be.




Synopsis: C182 pilot reported a loss of control on landing that resulted in a runway excursion.
Date: 201507
Local time of day: 1801-2400
Location: ZAB.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We were handed off from LA Center to Albuquerque Center Sector 45 frequency 124.500. After switching on to 124.500 it was nearly impossible to hear ZAB Controller instructions because 124.500 is also a frequency used by SoCal Approach Control for LAX Arrivals. Repeatedly; aircraft checking in to SoCal Approach on 124.500 blocked out the ZAB Controller. It was to the point that I was seriously concerned we could not hear what the ZAB Controller wanted us to do. ZAB Sector 45's location is at the western boundary of ZAB airspace. Aircraft climbing out of LAS have line of sight with aircraft descending into LAX thus it is very easy for the two to generate radio transmission conflict on the same frequency of 124.500.




Synopsis: A Captain reported having trouble hearing the Controller on a frequency he was assigned. This frequency is also an arrival frequency for LAX arrivals. The Captain reported of bleed over the frequency and wasn't sure if he was receiving all the transmissions from ZAB Center.
Date: 201908
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Unqualified techs assigned to work ETOPS ref GMM XX-XX-XX Section X Item X.




Synopsis: Technician reported that unqualified technicians are being assigned to do ETOPS work in violation of GMM.
Date: 201704
Local time of day: 1201-1800
Location: RDD.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D RDD
ATC / advisory: Tower RDD
Second aircraft: Duchess 76
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This was a training flight to a local training area that returned to RDD for pattern practice. After several circuits in the pattern at RDD; my aircraft was on left downwind for RWY 16.  Tower instructed my flight; 'You are number 3 following a Duchess on right base; cleared touch and go; RWY 16.'  I had mistaken a King Air that appeared to have just turned from a right base to final as the Duchess I was instructed to follow. For this approach; I asked the student to remain at Traffic Pattern Altitude (TPA) for the forward slip from TPA to on glideslope indication; to then a normal zero flap landing.When established on final approach; but right of centerline; I saw an aircraft on my left and immediately took control of the aircraft; applied full power for a climbing right turn to the east at 79 knots. While in the climbing right turn (west bound); I heard the Duchess pilot transmit that there was an aircraft near his aircraft on the right. The Tower transmitted that he wasn't aware of another aircraft on final for RWY 16. After several seconds; Tower asked the position of my aircraft and I transmitted that I was in a climbing right turn on a west heading. Tower instructed me turn immediately continue turn and climb on an east heading - I complied with the instructions. Tower asked my intentions; I replied that I would continue my eastbound climb out of class Delta airspace. Tower instructed me to turn north and report leaving class Delta airspace.After leaving class Delta airspace; I reported that I had left class Delta; and tower asked that I report when ready to re-enter class Delta for landing. After a few minutes; I asked [Tower] for a full-stop landing and was issued ATC instructions; which I followed for a successful landing and to parking. While taxiing; [Tower] asked that I call them.  After securing the aircraft on the ramp; I called [Tower] and spoke with the Controller who I had been in contact with at the time of this incident.




Synopsis: C172 instructor pilot reported a NMAC in the pattern at RDD airport.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged
Contributing factors: Procedure; Equipment / Tooling; Human Factors; Airport
Primary problem: Human Factors

Narrative: IFR flight plan with new Garmin 750 and 500 panel. Got confused on set up for waypoint intersect. Controller was helpful and circled us around for a new setup. Broke out of clouds and got further confused with nearby airport.... Realized lined up for wrong airport and contacted Tower. Vectored to proper airport and with mental overload; landed safely on a short runway and blew left tire. No damage other than to my ego and the tire. Clearly I was overloaded for what should have been an easy approach and landing caused by the confusion of learning the new system and the need to be at a location on time. Silly pilot errors caused by overload and the domino effect of multiple tasks.




Synopsis: BE58 pilot; distracted by difficulties in programming a new GPS; lined up for landing at the wrong airport. After receiving a vector from ATC; pilot proceeded to the proper airport; but blew a tire on landing.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; 5
Light: Daylight
Aircraft: Medium Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: FO hand flying ILS in clouds; we were cleared for the approach and told to contact Tower. I dialed the Tower frequency; but got distracted by correcting the flying of the FO and forgot to switch the frequency. We landed without a landing clearance and then realized we were not on the Tower frequency on vacating the runway. We contacted the Tower and apologized; and we were told to taxi to our gate. No further comments from the Tower Controller who was also handling Ground Control.


Second narrative: Because of COVID-19 I haven't flown at all. This was my second day on my rotation. On our second leg we were coming back to ZZZ from ZZZ1. I was the flying pilot; it was cloudy and there was a lot of turbulence. I was mainly focusing on staying at the glide slope and maintain safe airspeed. Captain was running the checklists and communicating with ATC. When we're almost 5 NM out ATC cleared us for ILS XX approach. I was so focused on flying the plane and I couldn't catch that Captain didn't switch to Tower frequency. He was doing suggestions and giving me instructions and he forgot to talk to the Tower frequency. When we passed the Final Approach Fix my main focus was on landing the airplane safely and smoothly. Which I did even though it was super windy and bumpy. After landing safely and slowed down the aircraft to a safe airspeed I gave the controls to Captain.We safely cleared the active runway and I tried to talked to the Tower since they didn't give us any taxi instructions or frequency change and that's when we realized Captain never switched to Tower frequency. As soon as I realized what happened I contacted Tower; I apologized and wrote down the taxi instructions. We went to the main gate and parked the plane. After that me and Captain talked about what happened and we talked about what we did wrong and we talked about how we will make sure that won't happen again. We were both agreed on that communication is really important and from this point on we will double check everything and always try to improve our communication skills. It's also proved [to] us that non-flying pilot's role is really important as well.


Synopsis: Air carrier flight crew reported landing without a clearance.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
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: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received ECAM warning for a yellow system reservoir overheat. Performed ECAM actions which resulted in yellow system deactivation. Because of degradation of a major system I [requested priority handling with ATC]. Proceeded to destination without incident.Maintenance tech told me the one of the cargo door switches became stuck in the on position resulting in the yellow electric pump running continuously.




Synopsis: An Airbus pilot reported a hydraulic system malfunction which resulted in the deactivation of one of the hydraulic systems. Due to the degradation of some hydraulic system components priority handling was requested; however; the flight continued to destination and landed without incident.
Date: 201406
Local time of day: 1801-2400
Location: BHM.Tower, AL
Aircraft: Small Aircraft
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class C BHM
ATC / advisory: Tower BHM
Aircraft component: VHF
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was dodging thunderstorms enroute to BHM and approaching from an abnormal direction; I was planning on the localizer 24 approach; and had that briefed; tuned; and set on two different navs. I picked up the airport around 18 NM out; and was cleared for the visual approach; at that time went visual; mistook Runway 6 for 24 and no longer used my navs for course guidance. After being cleared for the approach I was switched to Tower; after checking in with Tower I was cleared to land 24; not seconds after getting cleared to land 24 there was a high frequency tone that I originally thought was being transmitted by an aircraft (I was later informed that this is a known issue from the TV towers on the hill southwest of the field) and at this stage of the flight needing to focus; there were storms just east of the field; I turned my radio down which unintentionally was all the way down. I immediately turned in to land on what I mistook for Runway 24. From what I understand Tower did try and call me to advise me of my lining up to the wrong runway but due to the interference from the antennas I had my radios all the way down.  It wasn't until I was well off the runway after calling for taxi that I realized my radios were all the way down.

Callback: The reporter clarified the location of the antennas on a ridge line about 7 NM southwest of the field.



Synopsis: A General Aviation pilot reports being cleared for the visual approach to Runway 24 at BHM but becomes confused and lines up for  Runway 6. A loud squeal from the radio caused by TV antennas 7 NM southwest of the field causes the radio volume to be turned way down and calls from the Tower go unheard.
Date: 202109
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Dispatch; Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi in ZZZ for departure; while trying to determine the cause of late Weight [and Balance documentation]; operations requested us to return to gate in order to resolve a loading issue with dangerous goods loaded in the aft hold. First issue was the lack of documentation regarding the dangerous goods. We had not received any notification about dangerous goods prior to communicating with operations during taxi out. Second issue was the incorrect loading of the dangerous goods. This was obviously detected by ramp; and was the reason we were unable to get final weights during taxi out. Issue three; If ramp had not discovered; or trapped the loading error; we would have departed with an improperly secured load of unknown dangerous goods. After return to stand; the load was determined to be dry ice of a quantity not requiring prior notification to the flight deck. The ramp supervisor explained that only two bags had been used to surround the cargo; when four bags should have used. He described it as a calculation error.




Synopsis: A319 First Officer reported Dispatch notification of Hazmat cargo documentation errors and incorrect DG cargo loading configuration during taxi. Aircraft returned to gate to correct the errors prior to departure.