elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; ATC advised there was excessive fluid gushing out from the right side of the aircraft. Immediately we got a HYD LO PRES caution on the number 2 engine driven pump. We climbed to 8;000 feet and went through the QRH and decided to return to the airport. Dispatch was notified as well as operations. Flight attendants and passengers were briefed of the incident prior to landing. On landing we were met with the fire trucks. Fire Marshall inspected the aircraft once we came to a stop on the runway. He advised us there was no visible damage nor fluid leaks that could cause a fire and we decided to taxi to the gate. We deplaned and contacted maintenance control.




Synopsis: CRJ-900 First Officer reported returning to departure airport following loss of a main hydraulic system shortly after takeoff.
Date: 201404
Local time of day: 0601-1200
Location: ESN.Tower, MD
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E PCT
ATC / advisory: Tower ESN
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were cruising at 2;500 FT enroute to N57.  Our position was in Class E airspace; below and just east of the edge of the Washington DC Class B airspace and about 8-9 miles west of the ESN airport.  We had just descended from 3;500 FT to 2;500 FT after crossing the bay.  Weather conditions were CAVU.  Even though we were continually scanning for other aircraft and monitoring the ESN Tower frequency we did not notice the other aircraft; a Cessna 172 (possibly a 182) until it passed directly under us in a slight climbing left turn.  Evasive action on our part was after the fact.  I would like to believe the other pilot saw us in time to take evasive action; but I think he probably also failed to see us in time to maneuver.  We were both very lucky.My analysis of what happened is as follows:  Both aircraft were operating in class E airspace in VFR conditions.  We were cruising in level flight.  The other aircraft was probably either climbing or doing training maneuvers.  This was a typical case of low wing - high wing conflict.  He approached me from my blind spot; below and behind my wing; whereas I was probably in his blind spot above and behind his wing.  A contributing factor is that the very clear air and non-relative motion would have made it very difficult for me to distinguish the lower Cessna against the background.  I think a discussion of this event is a good training lesson for any pilot.




Synopsis: PA28 pilot reports a NMAC at 2;500 feet 8 NM west of ESN with a C172. Neither pilot saw the other until it was too late to take any action.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Phenom 100
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL370 'DOOR PAX OPEN' CAS message displayed followed by a decrease in cabin pressure. Executed an emergency descent per SOP and [advised] Center. Diverted [and] landed safely with no further issues.


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


Synopsis: Embraer Phenom 100 flight crew reported an in-flight malfunction of the passenger door resulting in a decrease in cabin pressure. The flight diverted and landed normally.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Human factors: Confusion; Workload; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Police / Security Involved
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: I was working Purser on above flight. Upon check in; asked the Customer Service (CS) agent if there were any Specials (ie. FAMs; WCHRs; LEOs etc); he replied no. Boarding started with First Class; when a Law Enforcement Officer (LEO) presented his paperwork to me in the First Class galley. Since the Pilots had not yet arrived; I got his info; advised him to take a seat and when the First Officers (FO) arrived I would advise. Soon after; one of the First Class passengers that had already boarded motioned me to the galley. Turns out he was a Federal Air Marshal (FAM); he presented and I verified credentials; and he was wanting to know where the LEO was seated. When the FOs boarded; they didn't know about the FAMs and LEO either. When the CS agent came down with the final paperwork; I asked him to the galley (out of passenger view) and told him that we as a crew need to know these in advance. This information was available when we checked in; so why wasn't it given to us then? His reply was; To tell us about these armed passengers would compromise security; and if I really need to know; it's all on the FINAL paperwork.




Synopsis: A B737 Purser reported the gate agent refused to tell her where the Law Enforcement Officer (LEO) and Federal Air Marshal (FAM) were seated on their aircraft because to do so would be a security breach.
Date: 201705
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff [at a foreign airport] and as we rolled out onto the runway; ECAM activated the fuel page with all indications 'XX'. We requested and were granted an exit from the runway to taxiway to troubleshoot our problem. Just as the airplane was stopped on [taxiway] and brakes set; a very noticeable acrid electrical smell started to permeate the cockpit. Scanned to overhead panel and noted all secondary fuel indicators were blank and no CBs were popped. Two loud bangs were heard coming from the E & E compartment and the smell of electrical fumes increased.Elected to call for the fire brigade to respond to our location as we shut down the engines and removed all electrical power from the airplane. Disarmed both doors and opened both windows and L1 door to ventilate cabin. Fire brigade responded and provided a stair truck for us to leave the aircraft.The Fire Captain confirmed acrid fumes in the E & E compartment and completed their duties then turned the aircraft over to our mechanics. Aircraft was towed back to the ramp for further inspection.Components in E & E compartment shorted out.




Synopsis: A300 Captain reported shutting the aircraft down on the taxiway after electrical fumes were noticed as well as two loud bangs from the E&E compartment.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Aircraft
Detector: Person Maintenance
When detected: Other during engine runs
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Procedure; Company Policy; Weather
Primary problem: Weather

Narrative: I read through the paperwork as to what needs to be done. Talked to the managers for what the weather conditions were like and was told it was fine. Went up to the flight deck to familiarizer myself with the layout. My right seat person was appointed a ground person. Had some problems with the APU starting and was going to call off the engine runs for weather conditions. After ground had talked to the director of maintenance he was told to run the engines. Ground radioed up to me to run the engines after hooking up the [air] unit got #2 engine started cleared the area and started #1. Let engines idle for required amount of time. Started to do vibration check. Pushed up power; was almost to full power; airplane then spun around. I pulled power back to idle. Tried to steer to slow the spin and hit another aircraft. Shut engines down. What I believe caused the problem was I didn't pull the vibe check paperwork out of the pile so I wouldn't do them and I didn't stand by my decisions to not run the engines for the weather.




Synopsis: Maintenance technician reported high power engine operations in poor weather conditions led to a loss of control and contact with another aircraft.
Date: 201807
Aircraft: Commercial Fixed Wing
Aircraft component: Cockpit Furnishing
Component problem: Design
Reporter function: First Officer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: I admit this is a couple of weeks late as I have just not had time to submit this and for that I apologize. In fact; I have been rummaging through my flights attempting to recall which aircraft had this but I can't remember. In any case a couple of weeks ago I had an aircraft that had the new EFB (Electronic Flight Bag) hard mount that it fixed to the side window. This in my opinion should STOP immediately. There is no doubt in my mind that this was not well thought out or thought through. On the aircraft that I had to fly with it the mount no matter what position that I put my EFB was in the way of my ability to manipulate the yoke/controls. It was more than frustrating!!! My arm and wrist were constantly in the way. The only way I was able to manipulate the EFB where it was not inhibiting my ability to manipulate the controls was to have it tilted down on the bottom all the way towards the side of the aircraft which then created another issue.I was then unable to see the charts displayed on the EFB. VERY POOR DESIGN!!! I am absolutely shocked the FAA has approved this design. Make no mistake I am so happy to have the EFB; but where this is mounted is not a good idea. Making matters worse; I am an FO (First Officer) here; which means I do ALL the work; as the Captains here don't do a damn thing. They utilize the side map clip all the time with all of the preflight items we are required to do and now I do not have that either. Now this I can adapt to but the ability to freely manipulate the yoke/controls that is an entirely different issue. You are welcome to call me and discuss if you like as it is difficult for me to describe the issue.




Synopsis: First Officer reported that a new Electronic Flight Bag hard mount is installed onto the side window causing interference with the control column.
Date: 201212
Local time of day: 0001-0600
Location: CAK.Airport, OH
Flight conditions: VMC
Weather elements / visibility: Windshear; 9
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C CAK
ATC / advisory: TRACON CAK
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: While being vectored for the ILS 23 into CAK; ATC gave us a descent to 3;100 FT. When leveling at 3;100 FT; pilot flying noticed the Radar Altimeter reading about 1;250 AGL. ACK field elevation is 1;225 MSL. Both pilots felt the aircraft was low. Pilot not flying asked ATC to verify the altitude and altimeter setting. Center responded that we had been cleared to 3;100 FT and the altimeter setting was 29.35. ATC also showed us low and ask us to climb back to 3;100 FT. We reset or altimeters from 30.35 to 29.35 then climbed to 3;100 FT. We were flying into a low pressure system that was part of a cold front. A setting of 30.35 should have seemed too high for this type of weather. Asking the Controller of listening to the ATIS a second time could confirm that the wrong setting had been entered.




Synopsis: An aircraft approaching CAK in changing weather conditions was 700 FT low on approach because of an incorrect barometric altimeter setting which was detected first by a low radar altitude; then by ATC.
Date: 201704
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: After receiving clearance from Tower for takeoff on runway 28L in SFO; at approximately 85 knots (IAS); the Runway Status Lights; embedded in the pavement of the runway turned red indicating a dangerous condition for takeoff. A rejected takeoff maneuver was immediately executed. The maximum indicated airspeed reached was approximately 95 knots. The aircraft gross weight was 198;500 lbs. We exited runway 28L to the South and prior to the intersecting runway. We then informed Tower that the rejected takeoff was made because the red Runway Status Lights illuminated. We returned to the gate and maintenance personnel performed a 'high energy stop' inspection. No abnormalities were found and we continued our flight without further complications.I believe the runway status lights detected an unsafe condition and worked as expected.




Synopsis: B737 Captain reported a rejected takeoff at SFO when the Runway Status Lights turned red during the takeoff roll.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On our way back to [base]; we noticed oil spilling through the seams of the engine nacelle which covered our windscreen. The oil spill momentarily stopped; but gradually increased again; with oil gushing over the top of the cowling. At this point; we began to divert to [a suitable alternate] 12 miles northeast of our position. The engine started to make a grinding sound and we were unable to maintain altitude; with airspeed beginning to drop. Due to the copious amounts of oil on the windscreen; depth and distance became incredibly difficult to judge. We were about 8 miles southwest of the airport when altitude was no longer sustainable. I aimed for a green field; with forward visibility extremely limited; and saw a road last minute at 300 feet and made a 45 degree bank and landed on the road. We landed hard on the pavement and veered into the dirt on the left and did a 180 degree spin and came to rest next to a ditch.




Synopsis: SR20 instructor pilot reported landing on a road after experiencing oil leakage and engine failure in flight.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Battery not removed from bag before checking in. Bag originated ZZZ1 and connected through ZZZ.




Synopsis: Air carrier ramp personnel reported battery powered bag was transported as cargo with batteries attached.
Date: 201712
Local time of day: 1801-2400
Location: ONT.Airport, CA
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Time Pressure
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on the Eaglz 1 RNAV STAR for Runway 26L. We were beginning the arrival at FL240 when we were informed to expect Runway 8L. I entered 8L in the FMS and reselected the arrival omitting the FEYLA trans. After executing the change; the transition point of JCKIE and points between that point and the aircraft were deleted due to not selecting the transition. Direct JCKIE was selected and FO noticed the points were deleted. ATC asked if we were able to make altitude restriction at JNBOY. We were still at FL240 and were unable to comply. FO asked ATC for relief from speed and altitude restrictions on the arrival and they granted it. We were given SEONG at 10K then descend via. We missed restrictions at LRSON and JNBOY. This was caused by me reselecting the arrival in the FMS while we were already on the arrival. I didn't select the proper transition nor confirm changes with the FO prior to execution. I got behind the aircraft with late briefings and changes to what I anticipated. I should have briefed the STAR on the ground due to a short flight leg. I should have anticipated and briefed the runway change due to the winds. I should have confirmed waypoints with my first officer prior to executing them.




Synopsis: B757 Captain reported missing altitude restrictions on arrival into ONT following FMS programming errors related to a late runway change.