elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 0601-1200
Location: HII.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Prior to the near-miss event; we made several CTAF calls with our intentions of entering the straight-in left downwind for Runway 32 from the north. An aircraft on the runway then announced their intentions to depart 32 to the north towards the Needles VOR. At this point; it is assumed he was going to make a straight-out departure to the north and climb since he did not specify. Instead; this aircraft initiated a left crosswind departure towards the west while we were entering the left downwind at approximately 1;700 MSL; while the aircraft was at around 1;400-1;500 MSL and crossed under us. My guess is that the other aircraft 'saw and avoided' and stopped his climb at approximately 1;500 MSL while we were at approximately 1;700 MSL. While the aircraft was on the left crosswind climb; I identified traffic and applied throttle; and climbed only approximately 100 feet or so to evade since I spotted the traffic sooner. No calls were exchanged after the near-miss event. In retrospect; I should asked the departing traffic for clarification on his departing direction and entered the pattern at a much higher altitude.




Synopsis: Pilot reported taking evasive action to avoid a Near Mid Air Collision with a departing aircraft.
Date: 202005
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I cleared Aircraft X to cross ZZZZZ at FL340. I handed the aircraft off to adjacent center and subsequently noticed the aircraft descending through FL340. I called the other center to notify them of the unassigned descent; and the Controller investigated to learn the aircraft was going to FL240.With COVID-19 lack of traffic and talking to a Supervisor about unrelated things; my focus was not 100%. I don't know if the aircraft read it back wrong to me or not. We've always got to be on guard.




Synopsis: Center Controller reported being distracted due to COVID-19 issues and did not hear a wrong read back from a crew; which resulted in an altitude deviation.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ on time. As we were approaching 10;000 ft. at XA:36; Flight Attendant (FA) received communication and instructions from Captain (CA) that the cabin was experiencing a decompression and would be diverting back to ZZZ promptly. Captain proceeded to brief passengers with the announcement of diversion due to safety. FA promptly made announcements to reaffirm CA announcements and proceeded to prepare the cabin for landing. Communication between FA and CA was timely and efficient x 4. The flight landed without incident; First Officer (FO) deplaned immediately to inspect the cargo door and vent door. Passengers then deplaned normally without incident.




Synopsis: EMB-145 Flight Attendant reported an air turn back due to an inflight cabin depressurization event.
Date: 201206
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Fatigue isn't an appropriate word to describe my state during the last hour of cruise. Totally exhausted would be more appropriate. I could not remember frequencies I had read back 10 seconds earlier. Although our departure had been delayed an hour due to late arriving aircraft; I felt ok to fly and was fine through takeoff; climb; and first few hours of cruise. But the ridiculous schedule I've been given caught up to me in the late stages of the flight. I have had 1 of the last 11 days off; and in that period have flown 3 all nighters; and one early departure. This type of scheduling is unnecessary; thoughtless; unhealthy; and dangerous. Going forward I have 2 days off; then 3 on; 1 off; and 5 on. This type of flying might sound fine to someone who is in an office 8 hours a day; 5 days a week; but in the actual operation with almost every flight being delayed (note not ONE due to pilot issues); it is proving to be unsustainable. I will be evaluating my level of fatigue carefully before each leg.




Synopsis: A320 Captain describes extreme fatigue after a series of late night flights.
Date: 202111
Local time of day: 1201-1800
Location: L30.TRACON, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Medium Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Procedure

Narrative: Aircraft X on the GIDGT RNAV departure. Aircraft Y on the CHOWW RNAV arrival. Aircraft Y stayed high on the arrival. The outer fix altitude is 19;000 feet. The next restriction is TATUU between 10;500 feet and 9;500 feet. Aircraft X had the restriction of AIRRO at or above 11;500 feet and 250 knots. A vector to Aircraft X southeast was necessary to avoid a loss or possible near midair collision with Aircraft Y. The fixes of TATUU and AIRRO are 8 miles from each other and converge. There is no fix beyond AIRRO for the GIDGT departure. This allows the departure to increase speed and climb slower leaving 11;500 feet. This source converges with the CHOWW arrival at 19;000 feet descending. This is very unsafe. Must lower the altitude at CHOWW to at least 17;000 feet. Also; another fix on the GIDGT beyond AIRRO is needed. This fix should be at least 15;000 feet with a speed not to exceed 250 knots.




Synopsis: A L30 TRACON Controller reported issuing vectors to avoid an NMAC between two aircraft flying published RNAV procedures when the arriving aircraft 'stayed high' on the arrival to LAS airport. The reporter states the CHOWW RNAV arrival procedure conflicts with the GIDGT RNAV SID.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Other Person; Person Flight Attendant
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Upon arriving to Aircraft X for an on time DHD F/A's [deadheading flight attendants] #3; #4 boarded stating there was a very strong odor in the cabin. As F/A #2 proceeded to board the aircraft (but prior to) outside of the vessel there was a very noticeable odor coming from the cabin from the jetway bridge. F/A #3; #4 as well as #2 began to deplane as the smell was unbearable. F/A #2 begin to feel very nauseated; with a terrible burning sensation in the nostrils. Also; a feeling of lightheadedness DHD F/A's #2; #3; #4 waited in the jet bridge for further instructions while working crew made necessary calls to supervisors; personnel; and other authority figures along with most important person; the Captain of that vessel. Suggestions: Everyone must work together for the safety and the well being of one another as well as our flying public. If there is a concern regarding one's safety; there should always be a listening ear to come up with the next plan of action for the good and safety; first and foremost of the company as well as personnel that may be directly affected; and we continue to practice CRM [Crew Resource Management] without fear based on repercussion. Other-action-taken: Since DHD [Deadheading] crew was not the actual working crew; F/A 1 was notified of the pungent and strong odor inside of cabin. Working F/A crew notified Captain of the vessel; gate agent; and other personnel of the odor.


Second narrative: Boarded aircraft and air conditioner was not on. I was #2 and went to the back to check emergency equipment and catering. When the air was turned on I started to smell fumes. My eyes and nose started to sting. My mouth tasted like a chemical. A crew member yelled to get off. When I was going forward the smell of rotten eggs got worse. We deplaned to the jet bridge and all 4 crew members and 4 deadheading crew members felt symptoms light headed; dizzy; head ache. I felt nauseous. Suggestions: Engine was washed with a chemical and mechanics should have run the air and burn off the chemicals.


Synopsis: A321 flight attendants reported strong pungent odor while initiating preflight. Entire Flight Attendant crew experienced health issues including nausea; lightheadedness and burning lips. Captain was notified; flight attendants received medical treatment; and maintenance was notified.
Date: 201303
Local time of day: 1801-2400
Location: DUG.Airport, AZ
Flight conditions: VMC
Light: Dusk
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While operating an MQ-9 Unmanned aircraft system; I was level as assigned by Center at FL190. I designed a pre-program mission to allow the aircraft to loiter over a surveillance target. While designing the mission I mistakenly allowed the first waypoint of that mission to be left at its default altitude of 6;000 MSL. After giving the aircraft autopilot the instruction to fly the mission I immediately noticed its decreasing altitude. I immediately disabled the autopilot resulting in only a minimal altitude loss. I corrected the design of the operational mission; and thought that I sent it to the aircraft. However during that time I became distracted with a handover brief to another pilot. Before getting out of the seat to handover to the Relief Pilot I activated pre-program for the autopilot again. After trading seats I looked back at the altitude display to see that the aircraft had descended over 1;000 FT. The Relief Pilot saw it at the same time and commanded the aircraft to arrest its descent and climb back to FL190. The Center Controller contacted the aircrew to notify them of the altitude loss and the aircrew informed the Controller that the aircraft was returning to its assigned altitude.




Synopsis: MQ-9 pilot reports a programming error that results in a 1;000 FT altitude deviation before it's detected and corrected.
Date: 201605
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Staffing; Weather; Manuals
Primary problem: Procedure

Narrative: Aircraft X was inbound. I took the handoff when the aircraft was level at 14000 feet deviating for weather. They checked on asking for lower. After coordination; I gave them as low as I could (10000 feet). I informed the pilot I had lost radar contact. They said they would like to go direct [fix] to set up for a Visual Approach. I told them that we received new instruction that says deviation or change of course while non radar is now an emergency. The pilot said they would rather cancel IFR than declare an emergency; so that is what they did. Our procedures forced an aircraft to cancel IFR long before they were ready simply because he was non radar. This session ended up being very busy with almost every aircraft deviating for weather and me working without a Radar Assist position. I was on position for 2 hours or slightly less. Something must be done so that we can provide service to non-radar aircraft without declaring an emergency. Our staffing is already; in my opinion; so low that it is unsafe; and we are overwhelmed with traffic; few breaks; and now this additional workload. Both of these issues (the new direction to declare an emergency any time that a non-radar aircraft needs to alter their route at all; and the dangerously low staffing levels) need to be addressed as quickly as possible. Low staffing compromises safety daily at this facility.




Synopsis: An aircraft below ARTCC radar coverage requested direct to its destination. The Controller advised the aircraft their local directive required an emergency to be declared for any aircraft changing its assigned route while non-radar. The aircraft cancelled IFR and proceeded via its own navigation to avoid declaring.
Date: 201902
Location: ZZZ.Airport, US
Aircraft: SA-227 AC Metro III
Flight phase: Parked
Aircraft component: Electrical Distribution
Component problem: Failed; Malfunctioning
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: While working Aircraft X's fuel quantity problem; we replaced the Number 1 probe on the left hand side of the aircraft. This maintenance task requires the removal of both inboard and outboard boost pumps on the inboard side of the left wing. After the probe and boost pumps were reinstalled on the left side; the boost pumps (RII) (Required Inspection Item) required an ops (Operations) check. The left Aux (Auxiliary) pump tested ok; but the main did not test. The problem was immediately traced back to the Left Essential Bus switch being in the off position. After turning this switch on; a large pop was heard; following by smoke and a visible flame. Coming from the aft side of the left hand console in the cockpit; directly below the L/H (Left Hand) essential bus switch. I immediately turned off power (with the battery switches); exited the aircraft and yelled to [Maintenance Personnel] that there was a fire; disconnected external power; disconnected batteries and started looking for a fire extinguisher; in that order. After a minute or so; [Maintenance Personnel] had noticed that the flames had gone out; and no flames were visible. No fire extinguisher was discharged; no fire alarms were activated; and no fire department were called due to believing we didn't need them. After re-entering the crew station; we noticed a good amount of smoke coming from the same panel. I opened the panel and removed the partition from that area and started investigating. I found that the L/H essential bus switch had both 4 gauge wires shorted to ground. The description for this switch references it as having about 150 amps of current. I did not immediately report this; but talked to [Maintenance Personnel] about the incident. My base Manager was not available at the time of the incident.This is not part of the safety report; but part of the aftermath; there is not a specific section for this; but it should be documented. Today; I received my first dose of 'backlash.' I talked to [Maintenance Personnel] today about the implications of saying this was a 'fire.' I was informed that [Other Mechanic] asked [Maintenance Personnel] to 'keep me on a tighter leash' and that 'someone needs to babysit him.' I am fully aware that I have yelling and swearing at me headed my way. The lack of repeat inspections on essential components and areas of the aircraft. These inspection intervals are there for a reason.




Synopsis: SA227 Mechanic reported aircraft smoke and visible flame was observed coming from a cockpit panel.
Date: 201210
Location: LAS.Airport, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Galley Furnishing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: Other Landing roll
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing Runway 25L in LAS; a storage bin in the Aft Galley broke free and struck a Flight Attendant in the head. I was notified during taxi to the gate and requested medical assistance from LAS Ramp. After passenger deplaning; medical personnel treated the injured Flight Attendant and recommended she be transported to a local hospital for stitches. An ambulance provided transportation. Upon inspection the locking mechanism for the bin appeared damaged. We notified Maintenance Control via phone and he entered the locking mechanism in the Aircraft Maintenance system.




Synopsis: A Flight Attendant was struck by a storage bin which broke loose during the landing roll. The Attendant was taken to a local hospital for medical attention and stitches to a wound in her head.
Date: 201310
Local time of day: 0001-0600
Location: I90.TRACON, TX
Aircraft: Military
Operator: Military
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON I90
Reporter organization: Government
Reporter function: Enroute
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I descended the flight of two below the MVA.  I gave them a block of 200 to 300 FT.  There was a low altitude alert and I advised the aircraft of the current altimeter and alert. I had the MVSA map to low and did not notice the MVA.




Synopsis: An I90 Controller reported issuing a flight of two military aircraft clearance to cruise below the MVA because he had his MVSA map set to low and did not see the MVA.
Date: 202001
Local time of day: 0001-0600
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: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Air quality event in aft cabin during taxi - Returned to gate; 2 crew members taken to Urgent Care. Air quality event during taxi out - Out of jump seat during taxi to check on crew in aft cabin who felt dizzy and lightheaded.




Synopsis: Air Carrier Flight Attendant reported an 'air quality event in aft cabin' on taxi out; that resulted in crew members being transported to an urgent care facility.