elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Seatbelt
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing I was C FA (Flight Attendant) at the 4R door on A330 aircraft; when automatic breaking system went on to full blast and my shoulder harness/lap belt didn't lock into place on impact. The flight attendant working B position at the 4L door said her shoulder harness/lapbelt didn't lock into place either and we were thrown forward. Very dangerous situation to not have the harnesses lock into place on impact. I was bracing myself with my hands and feet and now I have ankle; knee; shoulder; back and wrist pain. Get some seat belts and shoulder harnesses that lock into place on impact.




Synopsis: A330 Flight Attendant reported that her shoulder harness was not locking during a hard braking event after landing. The Flight Attendant at the door across the aisle experienced the same anomaly.
Date: 201409
Location: EGLL.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Staffing
Primary problem: Airport

Narrative: Taxiing out we were informed by the purser that a child was in the lav throwing up.  He was observed sweating profusely when he made his way to the lav.  Further information came to us that he had just arrived from Ethiopia and he and his family were apparently refugees.  He continued vomiting for several minutes.  We decided to return to the gate and seek medical attention. Everything the crew; dispatch; maintenance and station operations did went by the book. Textbook in fact.  The problem is this: Heathrow Airport does not have it's own on-site medical/EMT/paramedic staff on the field.  They have to call London Ambulance service and one is dispatched from off the airfield.  Though the airport ambulance (lift truck to get up to the airplane) was there in 30 minutes; they were not the ambulance corps.  It took over 1 hour and 20 minutes for proper EMTs who could directly treat the passenger to show up. With over 190;000 passengers transiting Heathrow every day; you would think the BAA would have a few full time ambulance corps on site spread throughout the terminals. IATA should raise holy hell with the BAA to right this dangerous situation.




Synopsis: Air carrier Captain laments the fact that London Heathrow Airport does not have its own on-site medical/EMT/paramedic staff on the field. This results in a long delay after returning to the gate with a sick passenger.
Date: 201306
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: Heavy Transport
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
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
Primary problem: Environment - Non Weather Related

Narrative: During the descent on the DELRO2 arrival into IAD; we were assigned a crossing restriction of 250 KTS and 10;000 FT at HYPER Intersection. Passing about 12;000 FT we experienced unusual turbulence; more of a rumble. Around 11;000 FT the aircraft suddenly rolled at least 30 degrees to the left. I disconnected the autopilot and corrected with the flight controls. The pilot not flying contacted ATC and advised them that we would be leveling off and not making the crossing restriction at HYPER. We informed them that we had encountered the wake of another aircraft. ATC advised us that we were 12 miles in trail of a Heavy. Again; approaching 10;600 we experienced another rumble and another roll. The autopilot was off and I was hand flying; so I returned the aircraft to straight and level flight. The pilot not flying requested a turn away from the flight path of the preceding aircraft. We were assigned a 260 heading; and told that we were going to be changed from 19L to 19C to ensure separation with the preceding aircraft. The rest of the flight continued without incident. We checked on the passengers; who were both seated and wearing seat belts at the time of the wake turbulence encounter. Neither were injured and appeared to be ok. Both a visual scan for aircraft and on the TCAS are important ways for ensuring the adequate separation of aircraft. In addition; an awareness of winds aloft are important. It appears that we encountered the wake in spite of having the adequate required ATC separation; but meteorological conditions caused the wake to linger longer than it normally would.




Synopsis: BAE-125-850XP First Officer reported encountering wake vortex in trail of a Heavy on approach to IAD.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: DVFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 2.5 hours into a routine flight; I experienced sudden; unexpected engine failure. I turned toward ZZZ and [advised ATC]. I was unable to glide to the airport. I landed in a pasture about 3 miles short of the runway. There was no injury to the passenger or pilot. There was no apparent damage to the plane. Preliminary post landing inspection showed 2 large holes in the right upper crankcase near the fire wall. Probably threw a rod. The airplane was up to date with inspections and maintenance.




Synopsis: C210 pilot reported making a successful off-field landing after experiencing engine failure.
Date: 201508
Local time of day: 1201-1800
Location: DKX.Airport, TN
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E DKX
ATC / advisory: CTAF DKX; TRACON TYS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Had just been given an IFR release to depart DKX. Made takeoff call for runway 08 over airport CTAF frequency. No response heard from any other aircraft and no aircraft observed approaching either end of the runway so we proceeded with our takeoff roll. At approximately 1800 MSL on departure end an approaching aircraft claims they are on the localizer 26 which is opposite direction to our departure runway. The other pilot does not announce his position on the approach but says he will watch out for us. Knoxville departure proceeds to tell us that we have traffic at 12 o'clock one mile approximately same altitude. About the same time I observe the traffic pass approximately 200-300 feet directly below us approaching runway 26. The other pilot never reported seeing us and we did not see him until he was directly below us.




Synopsis: C172 instructor pilot reported that after takeoff from the non-towered DKX airport he experienced an NMAC with an inbound aircraft.
Date: 201811
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received and followed taxi instructions perfectly-we were not told to give way to any other aircraft. I believe somewhere in the vicinity of taxiway A18 and EE; we had to stop unexpectedly due to a plane taxiing from our left to our right at a fair speed. Had we not seen them prior to entering the intersection; there may have been a collision. The controller was overloaded and; after query; claimed that they had been stepped on while trying to contact us.Ground control in ORD is overloaded quite often and issues so many instructions without thoroughly clearing all conflicts at intersections. [They should] provide more ground controllers so that each sector can be more safely administered.




Synopsis: B737 Captain reported making a sudden stop during taxi to avoid collision with another aircraft.
Date: 201512
Local time of day: 1801-2400
Location: ROC.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Windshear
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
ATC / advisory: Tower ROC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Weather
Primary problem: Weather

Narrative: During the takeoff roll; I noticed that the wind was pretty gusty and centerline became exceptionally hard to maintain. As we rotated; I could feel the wind on the airplane and again noticed it was difficult to maintain the appropriate pitch and heading. Additionally airspeed began falling off; but I was unable to catch by how much. Shortly after takeoff; the wind shear alert went off. I asked for full power and pitched for the V-bars. We seemed to recover out of the wind shear within a few hundred feet and at that point began to clean up on schedule. We received initial ATC instructions to turn; join the course and climb shortly thereafter and feel like we were a little delayed/sloppy in following those instructions as we were still recovering from the wind shear.Just after the wind shear aural came on; Tower gave us the handoff to departure. There was a lot going on; but I feel like it may have been more prudent to tell the Tower to standby until we were fully recovered.The Captain instead took the handoff; simply stating 'we had some wind shear'; and then switched to departure. I feel we got distracted with that clearance rather than concentrating on the wind shear cleanup. Shortly after we got a climb; we both think we heard 15;000; but as we leveled the controller stated he thought he had given us a higher altitude. I think we may have mis-heard the instruction as we were task saturated. The controller did further state 'no worries' regarding the altitude. I'm not sure if that's because I realized we were task saturated or because he may have realized he had forgotten to clear us higher.




Synopsis: Flight crew experienced wind shear during takeoff roll and initial climb.
Date: 201501
Local time of day: 1801-2400
Location: VNY.Tower, CA
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Landing
Airspace: Class D VNY
ATC / advisory: Tower VNY
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Troubleshooting; Confusion; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working Ground Control and was not a part of the situation that happened.  The Field level manager (FLM) was giving a skill check on LC1/LC2.  Aircraft X was on a 4 mile final to ILS-RWY16R when he responded to TCAS-RA and started climbing. The Developmental was not sure of what to do and was told to tell Aircraft X by the FLM; to execute the missed approach and to have descend to 1;700 MSL.  The 1700 MSL crossing restriction is for the BUR arrivals passing over VNY airport at 2;700MSL. Aircraft X was 3 plus miles north climbing (approx. 3;000 MSL) and off the glide slope.  Aircraft X was made to descend to 1;700 below the MVA.  The VNY missed approach procedures are just bad and there is always confusion as to what to do.  How can a class delta tower tell an IFR aircraft aborting an approach be told to descend below the MVA?VNY needs more exact procedures on what to do.  Calling the sector and awaiting a reply while aircraft converge is dangerous.  The missed approach should also follow the CANOG9 departure SID to the west away from the BUR traffic instead of to the east.




Synopsis: VNY Ground Controller reports of an observation where an aircraft receives an RA on final and is told to descend below the MVA to fix the situation.
Date: 201208
Local time of day: 1801-2400
Flight conditions: VMC
Light: Daylight
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Rejected Takeoff; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine quit during go-around at private grass airfield. Rolled off end of runway and struck small berm. I have reviewed 49 CFR Part 830 and damage sustained does not constitute reportable accident or incident.




Synopsis: RV4 pilot experiences engine failure during an attempted go around from a grass strip. A long landing results in a runway over run and minor damage.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level flight; autopilot engaged; smooth air; airspeed 265 knots. A rapid onset of aileron divergent flutter on the left aileron shaking the yoke and whole aircraft with no movement of the right aileron. Reduced power rapidly to 230 knots flutter went away and advised ATC of the change of flight speed. Instructed First Officer to look for nearby landing airports in the event the flutter was going to return. ATC gave us [RNAV] arrival but ZZZ Center gave us direct ZZZZZ with no speed restrictions to follow. Descent at 230 knots; flutter did not reappear and flight into ZZZ was normal and uneventful.

Callback: Reporter indicated the aircraft is equipped with a Tamarack Atlas Active Winglet installed per Supplemental Type Certificate. Reporter is concerned that this modification may have also been an issue with a recent Citation hull loss.  On the reporter's aircraft; maintenance found the aileron trim actuator was out of tolerance.  Once the actuator was replaced; the problem has not returned.



Synopsis: CE-525 Captain reported aileron flutter on aircraft with Atlas winglet modification; likely due to a faulty aileron trim actuator.
Date: 201812
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Turbulence; Cloudy
Light: Night
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Climbing out of ZZZZ we were given direct ZZZZZ shortly after passing ZZZZZ1. There were a few isolated cells painting green  on the radar but this direct routing to ZZZZZ took us around any cells and nothing was painting on the radar in our path all the way to ZZZZZ. Climbing through 12;000 feet we encountered a brief jolt of moderate turbulence. The flight attendants were still seated at this point and all were okay. Shortly after the turbulence encounter; we were informed that 2 passengers weren't wearing their seatbelts even though the seatbelt sign was on and remained on until after reaching cruise altitude. The first passenger was a female [who] bruised her left lateral ribs and left shoulder. [A doctor who was on board] examined the passenger. He determined that nothing was broken. Her breathing was normal and no injury to her lungs occurred. He recommended ice for 20 minutes and again for 5 minutes every hour. He also recommended 2 Tylenol every 6 hours. Dispatch and MedLink were contacted. The MedLink doctor also recommended ice and Tylenol. The other passenger was the woman's son and he had bumped his head. The flight attendants gave him ice for his head but he said he did not need to be looked at by the doctor and that he was fine. Both passengers were monitored throughout the flight and EMTs came onboard the aircraft upon arriving at the gate [at our destination]. The passengers were looked at and cleared by the EMTs.


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


Synopsis: B787 flight crew reported moderate turbulence that caused injury to two passengers that ignored the 'fasten seatbelt' signs.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Day 5; while enroute to the ZZZ layover hotel I received a message from a Captain I had dinner with on Day 0. I'll put this message in context by mentioning my First Officer and I met this Captain and his First Officer for dinner that evening.The message stated on Day 2; this particular Captain was notified by the company that the First Officer he flew with had tested positive for COVID. The First Officer had sent a message to this Captain confirming such. The ZZZ1 Chief Pilot was subsequently notified and a request was made for that office to contact my crew of this matter (I never received any communication about this event). This Captain was tested on Day 2; became symptomatic on Day 3 and obtained a positive test result on Day 5 prompting the message.Upon reviewing the message; I contacted my First Officer and the company On-duty Manager to notify each of the situation. Per company and CDC COVID protocol both the First Officer and I have been quarantined for a 14-day period commencing Day 0. As I compose this report; I am quarantined at the hotel; unable to travel home.The intent of this report is to question why didn't the company notify my crew of the COVID encounter? Apparently protocol wasn't followed or if it was; it should be modified to address this particular or similar scenarios. Flight crews should not be placed in a situation where they must quarantine away from home while on company business; especially if the company was previously notified to contact a crew which was exposed to a COVID positive employee. Had I not been received said message I would still be flying the line with the potential to infect others with this virus.




Synopsis: Air carrier First Officer reported the crew was not notified by the company of exposure to a COVID-19 positive employee.