elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In the climb to 35;000 feet passing 30;000 feet we received a Cabin Altitude warning. The FO (First Officer) and I went on 100% oxygen and silenced the warning. We began a descent and [requested priority handling] for loss of cabin pressurization. The cabin altitude indicated approximately 15;000 feet. We were initially cleared to 24;000 feet; then 16;000 feet; and then 10;000 feet without any intermediate level offs. I directed the FO to begin the descent while I ran the QRH (Quick Reference Handbook) for cabin altitude and for automatic pressure system failure. Upon leveling at 10;000 feet it appeared that the manual system was able to pressurize the aircraft and the cabin pressure had been decreased to approximately 4;000 feet. At this point we coordinated with Dispatch for fuel calculations; NOTAMs and weather to formulate a plan. The FO and I decided to climb to 25;000 feet and attempt to continue on to ZZZ. Upon passing 21;000 feet the manual system did not seem to be able to maintain pressurization and the cabin altitude increased to approximately 8;000 feet and climbing 700 feet per minute. We decided to descend back to 10;000 feet and to divert to ZZZ1 based on coordination with Dispatch. We then completed the QRH checklists and prepared for the approach and landing.




Synopsis: B757 flight crew reported loss of cabin pressure during climb to cruise; resulting in a diversion.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Pitts S-2 All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: SR22
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: During traffic pattern and landing practice in the first flight of a recently purchased aircraft; the PIC entered an incorrect CTAF frequency in the radio; resulting in a conflict with another landing aircraft. The type aircraft was a high-performance aerobatic biplane with very poor forward visibility; a high approach speed and poor glide performance; which necessitates using the turbine traffic pattern altitude (1500 AGL) and a steeper than typical; slipping descent on final approach. The PIC made numerous position reports and standard traffic pattern legs at the turbine aircraft TPA of 1500 AGL; but given the incorrect CTAF frequency these reports were unheard by another aircraft operating in the pattern (a Cirrus SR22). On a 1 mile final approach; the PIC of the Pitts S2B saw the Cirrus SR22 at approximately 100 feet in front and 40 feet below his glidepath making an evasive turn to the right. The S2B PIC made immediate deviation to the left; and circled away from the pattern; climbing to 3000 AGL to double check the radio frequency. The correct CTAF frequency was entered and communications with the SR22 pilot were established. The pilots discussed the near-miss over the radio; and no further conflicts occurred. The flight was terminated normally after 3 more traffic patterns and landings.




Synopsis: Pitts S-2 Pilot reported taking evasive action to avoid a collision with another aircraft.
Date: 201903
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Learjet 35
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E E10
ATC / advisory: TRACON E10
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X departure from Runway 3 at VCV. Departure release included right turn direct fix on flight plan. This turn took the aircraft toward highest terrain in immediate vicinity which is displayed on radar.The incident occurred a week ago. A Controller at that Tower reported it to an FLM at my facility 2 days later. That FLM (Front Line Manager) filed a report two days ago with incorrect time. I was made aware of the incident via report but saw nothing when I reviewed. Later; I was told the correct time from our Staff Support Specialist and reviewed the incident. It does look like a safety issue but I didn't become aware of it for a week after the event. The ATCT controller kept the information for 2 days. The FLM here kept the information for [a few more] days. Timely reporting not accomplished. I will inform the Controller of the event and provide opportunity to report when he reports for duty today. The FLM from our facility has already prepared a briefing package for correcting the safety event in the future; but my employee hasn't even been informed yet. I feel this is being treated in a punitive rather than safety enhancing manner. This is not a just culture.Report safety events as soon as practical rather than conducting detailed analysis and corrective action plan prior to reporting the event.




Synopsis: ZLA ARTCC Front Line Manager reported that an aircraft was given a heading which took it towards high terrain; and also reported that the FLM was unaware of the incident until a week later.
Date: 201508
Location: ANQ.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Military
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E FWA
ATC / advisory: TRACON FWA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Military
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were flying training sortie for a photo reconnaissance mission flying level at 2;500 feet MSL when a Fluorescence Orange small drone appeared to the left of the wind screen for approximately 2 seconds before passing just over the left wing of the aircraft. Approach advised and pilot provided telephone number to ATC for additional info once on the ground. The brevity of the encounter did not allow for evasive action.




Synopsis: C172 pilot experiences a NMAC with a drone at 2;500 feet.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I made a normal landing; cleared [on a forward high speed turnoff]. About 200 yards prior to the high speed; moved power levers to low; continued onto the high speed doing about 40 to 50 knots. Slowing down for [sharp] turn back up [the parallel] taxiway plane made a very wide turn. I had full LH rudder and I was holding the park button but aircraft continued to make wide turn. Got on brakes checked E1 speed lever full back and nose steering lite on; aircraft still going wide. As I got plane stopped I was off the taxiway with RH side of aircraft and hit one of the lights. I was off the west side of the taxiway heading south. There is about 25 feet of additional pavement past the lights but I was over the edge taxi line. I knew I had hit something with either the prop or landing gear on the right hand side of aircraft. I continued to taxi and heard a noise from the prop and immediately feathered the engine. The engine was in BETA range at time of incident and immediately shut down to avoid any additional damage. I taxied in on one engine it was a little difficult with one engine. A combination of extra speed on the high speed and the lack of the nose wheel park button working as well as it should and just the normal nose wheel capability not being there exacerbated the problem. I have made [this high speed] many times and never had to use the park button to clear and get on the parallel taxiway.  The park button has been slow to give additional degrees of travel during my previous flights but did not work well when I taxied off. It was daytime the taxi lights were off and I did not realize I was that close to them as I tried to stop. I immediately told ground control I thought I had hit one of the taxi lights on the west side of [the taxiway] just south of [the high speed]. Aircraft weight was 11;000 at landing; landed with full flaps. Just take taxiway slower in case steering does not work as well as it should.




Synopsis: SA227 Captain reported a taxiway excursion after exiting the landing runway on a high speed taxiway. The park button had no apparent effect on the nose wheel steering angle. The right propeller struck a taxiway light and the engine was shut down for taxi in.
Date: 201310
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer; Relief Pilot
Human factors: Workload; Distraction; Human-Machine Interface
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was one of two IROs on our flight to DEN. We were filed and cleared to descend VIA the MOLTN RNAV STAR. Early in the arrival phase; we were told to expect the ILS Runway 34R. About 3-4 miles prior to HIMOM fix on the arrival; we were told to change our approach to THE RNAV Z 34L. Almost immediately we were given the clearance; 'at HIMOM cleared the RNAV Z 34R.' [Predictably] the aircraft's FMS and mouse pad cursor allows nothing to happen 'quickly' in setting up the FMS for last minute approach changes. Being ONLY a 'few miles' from the RNAV Z IF [Initial Fix] (HIMOM) it took us time to set up the approach and sequence the legs page so that the automation [matched our clearance]. In doing so; we flew past HIMOM; and the autopilot did not sequence correctly [via the approach transition] HIMOM; MCMUL; BSAYN; etc. The plane kept tracking south past HIMOM. The crew and ATC coordinated a southerly vector with by which to set up for a Visual Approach to Runway 34R. To our knowledge traffic separation was never lost and the approach was completed without incident.


Second narrative: In setting this up there was apparently an overlap created in the FMC at HIMOM; and when executed; both the segment continuing to KALME and beyond on the MOLTN2; and the HIMOM approach transition to MCMUL and KUGLN etc were showing magenta and active.


Synopsis: A late runway change clearance as the airliner was only a few miles from the runway transition IF resulted in a temporary track deviation as the flight crew attempted to program the change. ATC provided vectors for the subsequent approach.
Date: 201807
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Taking off 26L. I was the Pilot Flying (PF) and conducting a takeoff immediately after an Airbus A320 had departed the same runway. Several seconds after rotation; we got the stick shaker/aural stall warning for 1-2 seconds. I lowered the nose slightly to gain aircraft energy without sinking and the warning went away as we climbed out and the rest of the takeoff and departure were uneventful. I believe we encountered wake turbulence from the proceeding aircraft due to the slight wing rocking and airspeed fluctuations that occurred after the nose had left the ground but just prior to the stick shaker. The weather was VFR and nothing in the area would have caused LLWS. Suggestions: Often the spacing for aircraft departing ATL is minimal; and I've been cleared for takeoff as the previous aircraft is rotating. So even though we were not departing behind a heavy aircraft I can see the possibility of wake turbulence encounters on a smaller scale occurring when a small regional jet such as ours departs behind a medium size airliner like the A320. Procedurally; I can't think of anything to prevent this from reoccurring besides increasing ATC separation minima.


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


Synopsis: CRJ-200 flight crew reported encountering wake turbulence departing ATL in trail of an A320.
Date: 201701
Aircraft: No Aircraft
Flight phase: Other Other
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: This is the 4th day in a row I have worked [this] dispatch desk and every day the dispatch program randomly crashes 4 to 5 times per shift. Each time it crashes I no longer have the ability to calculate a reroute; ACARS is unavailable; no access to amend releases; no access to weather; NOTAMs; field condition reports; no way to quickly calculate performance data. This can be a safety issue due to lack of available communication with enroute flights; ability to calculate reroutes or diversions.This issue needs to be address quickly by IT and determine the root cause of the issue and quickly develop a remedy.




Synopsis: Dispatcher reported dispatch program crashed several times during shift which did not allow him to safely do his job.
Date: 201502
Local time of day: 1201-1800
Location: SWI.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: VHF
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After local flying around the area East of TKI I determined I would need to fuel up the plane. So I turned toward WSI. Along the way I saw on my tablet that I would be in the area of a jump zone so I tuned the radio to monitor the frequency. I was also trying to keep track of my location on my tablet. While enroute I looked up and saw parachutes above me. I hadn't heard any broadcasts about jumpers in the air; but discovered that although I had tuned the radio to the frequency either I had not pressed the swap button or possibly had pressed it a second time after already pressing it. The result was that I would have missed any jump transmission. Also; as a contributing factor; I had not noticed that the tablet's GPS had lost its lock and was not showing the plane's current actual position.




Synopsis: Approaching a jump zone; an RV7 pilot attempts to tune in the jump frequency but does not press the swap button. Parachutes are then seen blossoming above his aircraft as he continues through the jump zone. The loss of the GPS (Global Positioning System) signal on the tablet was also a contributing factor.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Walked onboard and smelled a bad pungent smell. Boarded and pushed back aircraft. Smell was still predominant especially in the back of the aircraft. Flight attendants in the back called me and said that they wanted to return to gate due to the very strong odor. Also passengers in the back of the aircraft were ringing call lights due to odor. I felt light headed and my nose and throat were burning. Could taste it in my mouth. Returned to gate due to the air quality issue. Mechanics grounded the aircraft and gave us a new aircraft four hours later. Ever since the incident I have suffered from headaches and extreme fatigue leading me to call in sick for a trip on [date] and I am still experiencing headaches and fatigue.




Synopsis: B737-700 flight attendants reported strong pungent odor in passenger cabin. Multiple passenger complained regarding the strong odor. Aircraft executed an uneventful ground gate return.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Sea; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
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: After a pleasure flight departing ZZZ; upon our return; we were unable to lower the landing gear for a 'land' landing. After a number of attempts to cycle the circuit breaker and the landing gear switch; I made the decision that the safest course of action was to set the plane down on the fuselage in the grass to the east of Runway 36 at ZZZ. The landing was uneventful and we slid to a stop in about 200 ft. No injuries occurred on either occupant and no damage occurred to the plane as the fuselage is a water hull and lands quite smoothly on the keel. We brought out several floor jacks; lifted the plane; pushed the gear down manually and engaged the down locks. We taxied the plane back to the hangar after the occurrence.




Synopsis: GA pilot reported the failure of the landing gear to extend; resulting in gear up landing on the grass surface adjacent to the runway.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ1
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Pattern work at ZZZ. Normal landing; normal circumstances; no side loading or hard landings. Airplane veered right on landing; felt like a flat tire. Student; who was pilot flying applied full left rudder to correct but with little effect. Airplane exited the right side of the runway and the right main gear separated from the aircraft. I was able to shut the engine down and prevent engine damage or prop strikes.




Synopsis: Pilot reported a runway excursion resulting in damage to the aircraft.