elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy
Light: Night
Aircraft: MBB-BK 117 All Series
Operator: Air Taxi
Operating under: Part 135
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; General Declared Emergency
Contributing factors: Equipment / Tooling; Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: [We] encountered unforecast weather en route. Under Night Vision Goggles (NVG); clouds appeared to be forming near our altitude; but not along our flight path. [I] momentarily flipped up goggles to help in determining if weather conditions were in fact deteriorating along our route. Visibility appeared to be less than forecast; but acceptable; and within minimums. Flipped goggles down; area at 12 o'clock started to appear undefined; but I could still see light sources at 5 miles and beyond; and I could see the horizon. [I] then entered IMC conditions; climbed to MSA; contacted ATC; declared emergency; and asked for vectors to ILS at ZZZ. Just about the same time as being established on the localizer; broke out into VMC. Continued on approach for a few minutes to verify weather conditions warranted canceling IFR clearance. Canceled and returned to base in VMC without further incident. Reported ceilings were OVC 39; forecast conditions were SCT 20; BKN 40. [I] entered IMC at approximately 2;700 MSL or 2;200 AGL. Crew did an excellent job assisting with approach plate and keeping sterile cockpit. Total time in IMC was about 10 minutes. I executed the recovery procedure as directed in the [Operating Manual]. Prior IFR experience helped me to stay calm; but was in no way a factor which caused us to continue flight in deteriorating conditions. Entering the clouds was a surprise. I did not feel prior to entering IMC that I should turn around. There simply were not adequate warning signs. Low experience level with NVG may have been a factor in not being able to accurately determine the base of the unforecast cloud layer.




Synopsis: BK-117 pilot inadvertantly entered IMC; declared an emergency; received vectors for an ILS approach and; once established on the approach entered VFR conditions and returned to base. Pilot believes that low experience level with Night Vision Googles may have been a factor.
Date: 201505
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Distraction; Workload; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The ramp agent who was unloading the front pits of the aircraft put a scanner on the belt loader after he had finished unloading bags. He then threw some mail behind the scanner. The on-line runner who was collecting the bags on the other end of the belt loader turned the belt off. He then got in his tug to drive away. Between the agent in the pit and the on-line runner neither secured the scanner. The scanner got caught under the tire of the cart; scraped the ground and caught fire near the aircraft.




Synopsis: A Ramp Agent reported a portable baggage scanner left on the belt loader after unloading bags. The scanner fell from the belt loader as the tug was driven away and caught fire after it was caught under a cart tire near the aircraft.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain; 4
Light: Dawn
Aircraft: Citation II S2/Bravo (C550)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: We experienced a depressurization at FL400. I [requested priority handling with ATC] followed by a descent to below 10;000 feet. We then landed at ZZZ. Inspection of the airplane did not reveal any structural damage. This was discussed with the co-owner of the plane who is also a Mechanic and pilot with over 30;000 hours. He suggested that I fly the airplane back home unpressurized as allowed by the MEL. I agreed with him and filed a flight plan for 8;000 feet for the [next] morning. After uneventful preflight and startup we taxied to the runway. During takeoff at 90 knots IAS the airplane swerved to the left and vibrated due to a left main tire blowout. I was able to abort the takeoff and taxi the plane to the ramp. In my opinion these 2 events were not related. My concern after talking to the owner/mechanic again is that the MEL for unpressurized flight may not have been valid since the airplane was recently purchased. The MEL was resubmitted after purchase; but may still be in process with the FAA. For this reason it is possible that I unintentionally violated a regulation.




Synopsis: C550 pilot reported a loss of cabin pressure resulting in a diversion; subsequently departing back to home airport; possibly with an incorrect MEL.
Date: 201508
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: I used an infrared thermometer to measure the food and storage temperatures on this flight. I brought this thermometer with me due to the fact that we have no refrigeration chillers on many of our aircraft and much our food feels warm to the touch when we board the aircraft. Many times this food is served much later in the flight.The actual temperature of the food (salmon; chicken and dim sum) on this flight ranged from 77.6F for the dim sum to 81.9F for the chicken. These readings are clearly well into the 'Danger Zone;' which as defined by the FDA; ranges from 40F-140F. According to their guidelines; food in this range should not be left out of refrigeration over 2 hours or no more than 1 hour if the temperature is over 90F. In addition; all food should be stored at or below 40F. The temperature in the carts; which had food stored in them; was 79.2F when I boarded and 83.3F in the ovens where the meals were boarded.Over an hour after the food was boarded and after showing the purser; cockpit and gate agent my readings; which were now even higher; a supervisor came on board. After seeing the temperature readings; she purchased food from a nearby restaurant for the entire first class cabin and the other meals were removed. The meals would have been stored well over two hours at a very unsafe temperature by the time we would have served them. This is a regular practice; with many of our meals being stored unchilled for hours prior to serving them.




Synopsis: Air carrier Flight Attendant reports using an infrared thermometer to measure food temperatures brought on board by catering. All of the food is in the high seventies or low eighties and the aircraft is not equipped with chillers.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: 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: During engine run-up; my aircraft was parked in a non-standard area approved by Ground Control. A portion of the right wing was entered into the taxiway; Alpha. While facing west; an eastbound aircraft on Taxiway Alpha failed to widen out to create sufficient spacing to taxi past. Upon realization that contact was going to occur if not for action; I elected to open my window and gesture to the opposing pilot via waving and ultimately a radio call. Although the aircraft did finally stop; its wing was overlapping my wing. Fortunately; their wing was slightly higher; although within inches of contact. I shutdown my engine with approval from Ground Control and pushed my aircraft back by hand to allow space for the other aircraft to pass.




Synopsis: Cessna pilot reported a close call when an aircraft taxiing came close to contacting the reporter's aircraft.
Date: 201206
Location: RJJJ.ARTCC, FO
Flight conditions: IMC
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A RJJJ
ATC / advisory: Center RJJJ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Cruising 35;000 experienced moderate turbulence; of such intensity also accompanied by extreme wave action that the acft deviated from assigned flight level by 800 FT above FL350. The Captain disconnected the autopilot to avert exceeding structural limits. The acft also exceeded Mmo momentarily. The event lasted approximately 40 to 60 seconds. The Captain was able to return to altitude. The remainder of the flight was uneventful.




Synopsis: B747 First Officer describes a turbulence encounter with wave action; that results in the aircraft climbing 800 FT above FL350 while exceeding Mmo. The event occurred several hundred miles east of Japan over the Pacific Ocean.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Fog; 8
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During VFR pipeline patrol with a weather briefing from 1.8 hours in the future; we had an alternator failure (the second in two days). I elected to fly 20 minutes more to 'finish the mission' for one of our customers.Saving the remaining battery power; we only turned radios ON when near airports. Upon approaching my destination; I tuned AWOS and heard 'Visibility 8 miles; Ceiling 800 ft'. We continued; following the Interstate (just under the ceiling) until the airport was in sight; and made a no-flap landing.




Synopsis: C182 pilot reported an alternator failure and landed the aircraft in IMC weather.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Snow; 6
Light: Dusk
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Other low level filming
Airspace: Class G ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While filming a car on a snow track the [helicopter] blade hit the top of a road sign. The road sign was at the end of an oval curve on the right side; the helicopter was turning to the right next to the car. The car we were filming got closer to the helicopter so to keep the separation from the car I turned more to the right causing the blade to touch the road sign as the blade were on an angle.After touching the road sign I immediately assessed the situation; the helicopter was flying properly; but I felt a small vibration; so I decided to land immediately. We checked the 3 blades and 2 were damaged on the leading edge. The third one seems to be okay; but we are sending the 3 blade to the manufacturer for repair and check.The light conditions were poor due to cloud coverage and no sun; we were 15 minutes from sunset which contributed to the incident as I didn't even see the road sign on the right side of the aircraft. The zoom on the camera was not working as it was frozen so I had to be close to the car. I told the director 10 minutes preceding the blade strike that I couldn't see much as they were no contrast and no definition on the ground and was asking when we will stop. He wanted 5 more minutes so I said yes.Clearly I should have call off the flying operations when the light started to diminish and I was losing the definition on the snow. Even with a faulty zoom on the camera system I should have been further away from the car and not trying to compensate with my flying. I know better after all those years. In the future I will listen more to my gut feeling and call it off as soon as my comfort level is in question.




Synopsis: Helicopter pilot reported he clipped the top of a road sign with his rotor blades.
Date: 201210
Local time of day: 0601-1200
Location: CYYC.Airport, AB
Flight conditions: VMC
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON CYYC
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Training / Qualification
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While flying the VUCAN2 arrival into CYYC in NAV mode; we were given a vector by Approach Control and told that we were flying an incorrect track. The nav track in the FMGC did not match the published approach procedure. We entered the correct arrival and approach for Runway 16. The track from the FMGC was incorrect.

Callback: The Reporter stated that the FMS VUCAN 2 Arrival to CYYC was properly selected as was the landing runway; Runway 16. However; the track displayed went over the airport before turning around for a south landing. He still does not know how the incorrect track could have been displayed but both pilots were certain about the correct FMGC entries. They did not attempt to troubleshoot the error afterwards.

Second narrative: Flying VUCAN 2 approach; we were given a heading out of CYYZ. This was apparently due to an incorrect heading we were presently flying. Nav track did not match published approach procedure. We corrected; no problems; no traffic.


Synopsis: An Airbus crew entered the CYYC VUCAN 2 arrival with a Runway 16 ILS; but the FMGC flew a track over the airport and did not match the charted VUCAN 2. ATC intervened with vectors for the approach.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ATC requested a climb for traffic from FL380 to FL400. Approaching FL390; the autopilot disengaged and a loud bang was heard. The aircraft made a noticeable yaw to the right. The Captain took control of the plane and I started performing pilot monitoring duties. The right engine indications were blank; fuel flow was zero and the oil pressure was near zero. The Captain started a descent and I [advised] ATC. Once the aircraft was under control and we analyzed the situation; we performed the engine severe damage phase ones; followed by the NNC (Non-Normal Checklist) items. The Captain flew the aircraft and I took the radios; I worked the FMS for the divert to ZZZ. Once all items were complete; I took the radios back. The Captain performed the landing and we were met by the fire response. [Situation] terminated.


Second narrative: ATC requested climb from FL380 to FL400 due to traffic. I was conducting IOE for a new First Officer and he was the Pilot Flying. As aircraft was passing through FL390; the autopilot disengaged; aircraft began an immediate yaw and roll to the right; I immediately to control of aircraft and assessed Right Engine had failed; I immediately began a slight descent and First Officer [advise] with Center. We accomplished emergency checklists and diverted to ZZZ. Landing was uneventful and fire trucks responded to visually check aircraft. No external damage noted; Fire Chief cleared us; we taxied to ramp without further incident.


Synopsis: B757 flight crew reported an engine failure during a change of altitude resulted in a diversion.
Date: 201909
Location: LLLL.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: Center LLLL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: I was surprised to read the TLV GPS Ops Alert (rescinding the 'GPS Updating OFF Procedures' Ops Alert) saying; 'TLV authorities have reported that GPS signals are no longer compromised' prior to departing for TLV. On the numerous trips I have flown there since last year; the GPS has been jammed on EVERY trip. As we approached the TLV FIR; we got the ADS-B EICAS; STATUS; and ADS-B checklist prompt. At the same time; at the bottom of the ND; we went from GPS to inertial--exactly as it has happened on all the other TLV arrivals I've flown since last year. After completing the checklist; (switching transponder from L to R); we were no longer jammed and the EICAS message went away and the airplane switched back to GPS updating. A few minutes later; the exact same scenario happened again. Finally; as we approached the shoreline; it happened for a third time.




Synopsis: B-777 Captain reported experiencing GPS jamming multiple times during approach to Tel Aviv airport.