elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class D ZZZ; Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Police / Security Involved
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Was enroute to ZZZ; with thoroughly prepared flight plan using FAA approved software Foreflight. All area maps and software were current and reporting all active and inactive TFRs within state area. However; this TFR was not listed or declared as active. ZZZ Tower contacted us while refueling at their facility; providing us with a number to contact. We asked ZZZ Tower if we were clear to proceed on our flight; and they confirmed that we were. Shortly after we contacted ZZZ1 tower to be cleared into their airspace; which we were; but were instructed to contact approach. We contacted approach; and were cleared to proceed on our declared flight path; but were told to divert northbound to accommodate an inbound plane.After we cleared the inbound plane; they instructed us to proceed on our path; and contact Tower. We contacted ZZZ1 Tower; and were told to return to ZZZ1 airport on the helipad; and were provided the approach number to contact once we landed. We followed instructions; contacted approach upon landing; and were instructed to go inside the FBO; because someone wanted to speak with us. Federal Agents interviewed myself; and the student pilot; and asked why we had busted the TFR. We immediately showed them our flight charts on Foreflight; which listed no such active TFR. They understood at that point that we had done our research; and were not imposing a threat; and had not caused an issue; and dismissed us both.




Synopsis: R22 instructor pilot reported that after landing they were asked to meet with Federal officials for busting a TFR.
Date: 201809
Location: ZZZ.Airport, US
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: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Central Load Planner planned HAZMAT into pit 5 with 15 bags and remark reminder. Ramp loaded HAZMAT item without required 15 bags and returned to gate for correction. Ramp couldn't correct the issue for more than 30 minutes.




Synopsis: Load Planner reported ramp personnel incorrectly loaded HAZMAT.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After reaching 80 knots the non-flying pilot (F/O) stated '80 Knots;' and that his airspeed indicator had no airspeed. As pilot flying I stated as per FOM 'Reject; My Aircraft.' The reject occurred below 90 knots as the auto brakes were armed; but not activated. The deceleration was smooth. We required no assistance. We taxied to the hard stand just to verify the brake cooling chart. After verifying the brake cooling chart we taxied to the gate. Maintenance met us; replaced the faulty airspeed indicator and sent us on our way after insuring that the brakes were cool according to the brake cooling chart.




Synopsis: B737-400 Captain is informed during takeoff that his First Officer has no airspeed indication and the takeoff is rejected.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Canopy Window
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The rear canopy of the DA40 was not properly closed and locked prior to the flight. During takeoff roll the rear canopy came loose and departed the aircraft landing at the edge of the runway. The takeoff was safely aborted and the aircraft never left the ground. No injury to persons resulted.




Synopsis: DA-40 pilot reported the canopy departed the aircraft because it was improperly secured.
Date: 201501
Local time of day: 1801-2400
Location: A90.TRACON, NH
Light: Night
Aircraft: B737-800
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Other Person
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were assigned 4R at BOS at night; about 6 miles out we were assigned 4L. I told the FO unable. He accepted the clearance from ATC. I told him again that I wanted to continue with 4R. He was unable to relay this as the frequency was congested. ATC then gave us a heading in the direction of 4L; by now it was late to inform ATC. I lined up with 4L runway and proceeded uneventfully through landing. So I thought; until today when Flight Operations Quality Assurance called and said we had a flap overspeed. I believe we did not notice this due to the multiple distractions from the late runway switch. On landing I advised the copilot not to accept any runway clearances without checking with the Captain. He agreed. ATC should not change runways so close in; nor should pilots accept these changes so close in. Causes distractions.




Synopsis: B737-800 Captain as PF is issued a runway change at six miles which the First Officer accepts but the Captain rejects. The First Officer attempts to inform ATC of their desire to remain with the original runway but frequency congestion prevents the exchange. A normal landing ensues on the new runway. Days later the Captain is informed that a flap overspeed occurred during the approach.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew FLC Overrode Automation; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Coming into ZZZ. When we get to the gate; the pilot dinged and the seatbelt sign was turned off. I made the Disarm PA. I disarm my doors when I noticed the jet bridge moving forward. I then get a call from [another Flight Attendant] at 2L/R. She tells me her pressure light is still flashing. I call the Captain and he tells me to wait on opening doors. I asked if he wanted us to rearm. He said yes. I put the strap on my door and I made the PA to rearm doors. As I am making the PA; I hear the knock and I go down and give the X. As I am giving the X; the Agent; who never even looked; just cracked the door open. I started screaming at him to stop. After about 4 minutes; the Captain calls to tell me it is safe to open the doors. I made the PA to disarm doors and I did the all call. I then opened the 1L door and yelled at the agent. His only reply was that he saw a thumbs up. I told him that not only was I giving the X with both arms but that the little red banner was across the window. He shrugged and walked back up to the podium. After we deplaned; I walked out and I told him he better [report because I was. The pilots were still on the plane; and I believe they were writing up the flashing pressure light. I went straight to my [Manager] and he advised me to fill out the report.




Synopsis: Flight Attendant reported Gate Agent opened main entry door despite given crossed arms sign and warning strap across window because of a pressurization warning light illuminated at the doors.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ1
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On Date on the RNAV XX for ZZZ when flaps 45 were selected we received a FLAPS FAIL EICAS message. Flaps indicated they had stuck at 37 degrees. Numbers had been ran for both 22 and 45 previously with flaps 45 planned. We chose to continue the approach and added +5kts to our Ref speed. Landing was normal without an issue. Flaps did not retract once on the ground.


Second narrative: While on final flying the RNAV to Runway XX in ZZZ on Date roughly XA50 local we received a FLAPS FAIL EICAS message. We had planned on a flaps 45 landing but the numbers had been run for flaps 22 as well and both performance data showed the landing would be in the green. While the flaps were tracking from 22-45 they failed at 37 degrees. We elected to continue the visual approach and added +5 on our ref and approach speed to match the flaps 22 numbers that were ran precautionary in flight.   Landed with out incident.


Synopsis: Flight Crew reported trailing edge flaps stuck at 37 degrees when flaps 45 degrees were selected. The flight crew continued the approach to successful landing.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Aircraft component: Elevator Trim System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After an uneventful practice session; I returned to my home field for some landing practice. My first landing was a short field and I brought the aircraft to a stop approximately halfway down the 3000 ft runway. I decided to conduct a short-field takeoff and set flaps 10. I set full power; held the brakes; and took off at the appropriate rotation speed. Thinking about how the elevator trim was set to full nose up and my first takeoff earlier in the morning where; despite elevator trim set to takeoff; I had to use considerable nose-down control pressure to stay above Vy; I added some nose down trim in the takeoff roll. My liftoff and initial climb were normal; and as my airspeed exceeded 70 knots with a positive climb; I raised the flaps. At this point the nose dropped precariously and the aircraft started to descend to a small hill just off the departure end of the runway. Not wanting to stall; I did not immediately pull back on the yoke; but confirmed I had full power (I did) and quickly glanced down at my airspeed indicator. It showed 90 and I pulled back on the yoke; avoiding the terrain and associated obstacles; but had I not acted quickly in that moment; I'm certain the plane would have struck terrain at 90 knots. I'd estimate that I was less than 50 ft above the grass when the aircraft attained a positive rate of climb.The main contributing factor to this event was my decision to change the trim setting on takeoff and not verifying how I had it set. During my practice session; I had noticed that despite having full nose up trim; I felt like I was adding considerably heavier than normal control pressure to conduct steep turns and steep spirals. The combination of this; along with a slower than usual climb after my first takeoff; made me concerned about getting even slower on my short field takeoff. Taking off from midfield compounded the issue by giving me less runway to work with. I've certainly learned from this experience; and will not be making any configuration changes while on the takeoff roll.




Synopsis: C172 pilot reported a controlled flight towards terrain event shortly after takeoff due to a misconfigured elevator trim setting.
Date: 201812
Local time of day: 1201-1800
Location: OMA.Airport, NE
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON OMA
Second aircraft: Cessna Citation Undifferentiated or Other Model
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: On right downwind vector to RWY 14R at OMA while descending from 4000 FT and approaching 3000 FT; First Officer (Pilot Monitoring) alerted Captain (Pilot Flying) of TCAS target closing and climbing quickly 600 ft below. At 400 ft below; Captain exercised emergency authority and performed evasive climb. Target came within 300 feet and 1/2 mile. Target was never visually acquired. First Officer notified ATC that we were climbing; and ATC responded with traffic call indicating target was a Cessna and that he was within one half mile and had visual contact with us. Once clear of traffic; we were cleared for a visual approach to RWY 14R for uneventful landing. After landing Captain elected to have a conversation with ATC where we learned that the Cessna had departed an uncontrolled airfield VFR enroute to OMA and that ATC was surprised by the pop-up traffic. Although TCAS provided basic target info; it never gave us either a visual or oral 'Traffic' alert or 'RA'. TCAS was written up for maintenance evaluation. It appears that the approach pattern used by OMA Approach comes dangerously close to a nearby uncontrolled airfield with aircraft departing and arriving VFR and without the knowledge or control of ATC. Suggest review of OMA arrival patterns / altitudes to include possibility of conflicts with other airfields.




Synopsis: Air carrier Captain reported an airborne conflict in the vicinity of OMA with a corporate jet that had departed from a nearby non-towered airport.
Date: 201903
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: UAV - Unpiloted Aerial Vehicle
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
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: 5 miles southwest of EWR a drone was in proximity of our aircraft at 6;000 feet.




Synopsis: Air carrier First Officer reported an airborne conflict with a UAV at 6;000 feet while on downwind for Runway 22L at EWR.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Turbulence; Rain; 30
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I] was flying at 11;000 ft and started [to] lose power while descending. Told center that I could not maintain altitude and was going down and would have to make a landing. Landed on a county road.




Synopsis: Baron C55 pilot reported landing on a road following a loss of power.
Date: 201205
Local time of day: 0601-1200
Location: LSV.TRACON, NV
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E LSV
ATC / advisory: TRACON LSV
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Glider; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Climbing from 10;500 to 12;500 FT; northwest bound on V105; talking to Nellis Control. My TAS (Traffic Alert System) (not a full TCAS) sounded a verbal warning: 'Traffic 12 o'clock; one mile; same altitude'; and displayed a visual warning on my Garmin 530. After a brief search I saw the other aircraft; descending through my altitude; head-on. We both saw each other at about the same time with maybe a quarter-mile separation; closing speed probably 300 KTS. We both turned right; and passed each other with approximately a 200 FT horizontal clearance; and no vertical separation. We both were already in communication with Nellis Control; and the Controller did not call out the traffic to either of us. I believe that Controller distraction may have lead to this omission; I think he was working military traffic on UHF. I also feel that if my TAS system had not warned me; there could likely have been a collision due to GPS navigation accuracy. The other aircraft apparently had a TAS system as well; as he told Nellis he had seen me on his traffic system. We both reported the incident to Nellis Control; but I did not file a formal near-miss report; I do not know if the other pilot did.




Synopsis: C180 pilot reports a NMAC with an opposite direction Columbia northwest of LAS on V105. The C180 pilot was climbing and the other descending and both were talking to Nellis Control; but no warning was provided. Both aircraft were equipped with a TAS; which allowed both pilots to take evasive action.