elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Second aircraft: TBM 700/TBM 850
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Company Policy; Human Factors
Primary problem: Procedure

Narrative: I was on an IFR flight plan at 10;000 ft on an airway in IMC conditions. I was talking to LA Center. The Center Controller called me as traffic to a TBM who was coming the opposite direction on the airway at a high rate of speed and descending rapidly. The TBM pilot responded that he was in IMC conditions and couldn't see me. Then the controller called out the TBM to me as traffic at my 12 o'clock and I also responded that I was in IMC conditions and couldn't see the TBM. The controller responded 'roger' and then went and read a long clearance to another aircraft without advising either the TBM or myself of the impending conflict nor requesting either one of us to take evasive action; deviate; climb; descend; stop descent; etc.I looked at my ADS-B display and saw the TBM approaching me and it appeared that a collision would occur if I did not take evasive action. The controller was busy reading the long clearance; so after the TBM got to within 800 ft of me and my ADS-B traffic alert went off; I rapidly turned 45 degrees left of course and it appeared I missed the TBM by less than 700 ft in IMC conditions. I advised the controller when he was done with the other plane's clearance of what had happened; and he had nothing to say. I have experienced this before; on IFR flight plans and in IMC conditions; where the controller seems to believe they have satisfied their duty of traffic separation by calling out traffic to aircraft in IMC; who can't possibly see and avoid anyone. Suggest playing the tapes and retraining.




Synopsis: PA-28 Pilot on an IFR flight plan reported being issued opposite direction traffic in IMC; but the Controller took no action to separate the traffic.
Date: 201502
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy
Primary problem: Company Policy

Narrative: The Ship Set Bag prevented full aft and out travel of the cockpit seat.  This makes it cumbersome to balance on one leg while trying to step over the center pedestal while entering and exiting the seat. It would have created a substantial hindrance in the event we had to egress the flight deck.  I am curious if it is legal for the travel of the flight deck seats to be restricted by a non-permanent piece of equipment the company has placed in the flight deck.




Synopsis: B737 Captain reported the ship set bag restricts the cockpit seat to less than full aft travel; possibly inhibiting rapid egress.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: AC Generator/Alternator
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
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left Alt light illuminated nearing top of climb; load share was normal. After 5 mins left load dropped to 0. Shortly after Right Alt light illuminated and the right load dropped to 0. The Low Volts annunciation illuminated. We elected to return to ZZZ in VMC conditions. We ran the QRH Dual Alternator checklist and determined to return to the airport with no alternators. We executed a VFR pattern and landing into ZZZ.


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


Synopsis: C402 flight crew reported alternator failure and returned to departure airport.
Date: 201404
Local time of day: 0001-0600
Location: ZBW.ARTCC, NH
Aircraft: UAV - Unpiloted Aerial Vehicle
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZBW
Reporter organization: Government
Reporter function: Enroute
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Ambiguous

Narrative: Aircraft 1 was a remotely piloted aircraft. I was taking over as CIC and was briefed by the person I was taking over for that Aircraft 1 was NORDO. The only way we had to communicate with Aircraft 1 was a line at the watch desk; because none of the phone numbers filed with the flight plan worked. Later; the OM told me that there was some kind of issue with water damage at the base where the pilot of Aircraft 1 was located; and that's why none of the phone numbers worked. So; had there been an emergency or something; we would've had to go through the OM to issue any kind of clearance. I'm not even sure what the procedure for that would be... would we say 'ATC clears' to the OM since the OM isn't certified in our area? Many of us as controllers are uncomfortable with the lack of procedures for remotely piloted aircraft. At least in this instance we figured out a way to communicate with the pilot; but it still was an unsafe situation. We need to be better briefed on how to handle NORDO with a remotely piloted aircraft.




Synopsis: ZBW Controller reports lost comm with a UAV pilot; with none of the phone numbers filed with the flight plan working. Eventually communication is established through a line at the watch desk; but Controller suggests that better procedures should be in place.
Date: 201707
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were leveled at FL360 when we experienced multiple system problems. These malfunctions included but were not limited to:PFD 1 attitude and altitude indications failedBoth engine indications were faultyPressurization system failedAuto pilotWe also experienced multiple EICAS master warnings; master cautions; and system status error messages. Additionally there were multiple aural cautions and warnings such as bank angle and EGPWS. All of this happened in relatively short amount of time.First Officer (FO) and I decided that with the current state of the aircraft; and the fact that additional warnings and cautions continued to present themselves every few moments; we should remain in VMC conditions. In addition; given the fact there was possible IMC weather between our position and [destination]; we elected to divert to [a nearby alternate].Noticing that our cabin altitude was increasing to the point that the 'Cabin Altitude High' master warning displayed; we [advised ATC] and requested an emergency descent. During the 20+ minutes of flight time there were many master warnings and cautions; including what we believe to be erroneous engines readings that were annunciated and displayed on our EICAS and other displays. As we believed the aircraft's electrical condition was continuing to deteriorate; the FO and I believed landing this aircraft was the number one priority. Fortunately; we were able to maintain VMC during the majority of the emergency. We were cleared for the visual approach and landed without further in-flight incidents. However shortly after landing; our nose wheel steering disengaged without any cautions or faults. After trying unsuccessfully to re-engage the steering; we requested towing to the ramp we were assigned.




Synopsis: EMB-175 Captain reported diverting to an alternate after experiencing multiple system error messages; cause undetermined.
Date: 202011
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Operating under: Part 91
Flight plan: None
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft appeared to be operating normally through start up and taxi.  Completed before take off checklist including all run ups with all checks appearing normal.  I entered [the] runway and rolled engines into full power.  All engine gauges were showing operations in the green.  I began rotating the aircraft at approximately 86 kts indicated.  Approximately 25 feet in the air; I brought the gear up and the right engine made a 'bang' sound then the aircraft yawed slightly to the right.  The takeoff was continued as the aircraft was past the point of a safe stop on the runway.  After a moment the yaw ceased and the engine sounded correct; a scan of the gauges showed everything still in the green.  Climbing at 120 kts the right engine made another bang sound followed by yawing to the right again.  The right engine continued the bang sound every few seconds with the plane yawing right each time.  I made the decision to return to the field and began configuring the plane to land.  I had the mixtures and props full forward.  I check the fuel valves and they were in the open detent position.  I decided to engage the electric fuel pumps in an effort to help the right engine.  Approximately 1/2 mile from Runway XX the right engine came to an abrupt stop.  I did not feather the prop as I was close to the ground and concentrating on getting the aircraft safely on the ground.  I exited [the] runway without further incident and taxied to the hangar and contacted Maintenance.




Synopsis: Pilot of a Beechcraft twin reported returning to departure airport after experiencing failure of the right engine.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
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: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
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 Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I] received a CARGO BTL 1 EICAS and a DISCHRG light on the cargo fire panel. [I] followed the very lame QRH; which offered no guidance or explanation. [I] looked in the Flight Manual under systems for a better idea of the problem. Called Dispatch and Operations Center; and it was agreed we needed to deviate to have the problem repaired before going into ETOPS airspace. Landed about 4;500 LBS overweight...smooth touchdown; had Maintenance inspect...also as a precaution; the Fire Personnel followed us to the gate. Maintenance discovered a loose cannon plug on the pressure gauge of the number one bottle. Cleared the MRD and continued.




Synopsis: B767-300 Captain reported noticing an EICAS CARGO BTL 1 and DISCHRG light on; triggering a divert for maintenance action before they committed to their international over water leg.
Date: 202011
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter qualification: Flight Attendant Current
Human factors: Workload; Physiological - Other; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight; Aircraft In Service At Gate; In-flight
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: As Passenger A boarded our flight; I asked her to please make sure that her mask was on over both her mouth and nose.  She did not comply.  Then while in the cabin during boarding; I noticed Passenger A was still not wearing her mask properly.  I again asked for her to please fix it as it was required.  She informed me that her mask was too large.  I then went and retrieved a mask from the inflight kit and brought it to her.  Passenger A told me that she did not want our mask and that she was not going to change it...I gave her our required paperwork; informed the Captain and asked the gate agent to speak with her.  We decided to continue with her on our flight.  In flight; she was asked multiple times to comply with our policy again to no avail.  I asked for a Supervisor to meet the aircraft.  The Customer Service supervisors met the flight.  Passenger A continued to disregard the safety of everyone on board.




Synopsis: Flight Attendant reported a passenger would not comply with face mask policy.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.ARTCC, 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
ATC / advisory: Center ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Climbing out at approximately 5;000 FT MSL; a loud bang was heard by both myself and the First Officer (F/O). We both thought the sound was from the Flight Attendant (F/A) moving about in the galley. About a minute went by; and the noise happened again (louder this time) and we both felt a vibration coming from the floorboards. The bang and vibrations continued and felt like they were happening quicker. The F/A called us and advised us that he too heard the noise and the passengers were all looking at him concerned. We (the F/O and myself) discussed the situation and decided the best course of action was made to return. We notified ATC and were given vectors back. We declared an emergency and requested a low approach so ATC can check that the gear was okay and the doors were attached. We did a low approach and then landed. We were met by the ARFF vehicles and they did a gear check once we were clear of the runway. We then taxied back to the gate and were met by Maintenance. They said that it was probably the nose gear proximity switches going bad. The aircraft had been written up the day prior for the same problem and the proximity switches were apparently replaced and signed off with an 'ops check good'. Unknown sounds and thumps coming from nose gear. Not knowing if the gear doors were securely attached.




Synopsis: EMB145 Captain reports a thumping noise coming from the nose gear during climb. The Captain elects to return to the departure airport for an uneventful landing. The aircraft had been written up the day prior for the same problem and a repair was accomplished.
Date: 201404
Local time of day: 1201-1800
Location: JWY.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E JWY
ATC / advisory: CTAF JWY
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was Medevac code aircraft talking to all traffic vicinity JWY. Advised I would be west of runway northbound all traffic please use east traffic to allow medevac code aircraft through area without conflict. One aircraft; a Cessna 172; did not initially respond to radio and turned toward us from our 10 o'clock position. I continued to make radio calls alerting Cessna to our position on his right. We were on a direct converging path. When it was determined he was not going to yield I broke right and down away from the aircraft. The pilot would not come back on the radio. Several other aircraft in the pattern said he was talking on the radio fine prior to that.




Synopsis: Medevac helicopter pilot reports requesting JWY traffic make east traffic pattern to allow him to pass through on the west side at pattern altitude with a patient. One C172 pilot does not respond resulting in a conflict requiring evasive action by the reporter.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Ramp cleared us to push for spot 1XX on ramp short of taxiway 1. Upon completion of the After Start Checklist; ATC clearance instructed us to taxi to runway XXR via Taxiway 2 short of taxiway 3. After reading back the taxi instructions; Captain cleared the left side of the aircraft's path as I cleared the right side. As he powered up to make our way out of the ramp area before reaching taxiway 1; I noticed a grey airport operations vehicle approaching from right to left on the service road at a high speed. I immediately told Captain to watch out for the car as it did not appear to be slowing down. He did not hear me the first call; so I said it again and instructed him to stop for the high speed car now about to pass directly in front of us. Captain immediately got on the brakes to stop the aircraft as the port car finally noticed we were taxiing out and slammed on his brakes swerving to the right to avoid a collision. I then told ground control of the car cutting us off informing him of the cars color and identification number. He then told us that they will take care of it and gave us taxi instructions once again for the departure runway.


Second narrative: After completing the after start checklist and beginning our taxi; FO warned me a car was approaching quickly and was not stopping. The car swerved to avoid us hitting him and I abruptly applied the brakes. After bringing the airplane to a stop; I called the flight attendants to see if there were any injuries. I was told there were none. After telling the ground controller what had happened; we continued our taxi. I made a pa at cruise altitude informing the passengers what had occurred. About three hours into the flight; I was informed that a Flight Attendant injured herself when she fell into the galley divider from the hard braking. I then informed dispatch and they called med link on my behalf. After arriving in ZZZ1; I contacted the duty manager. The car was a gray airport operations vehicle.


Synopsis: Flight crew reported an airport operations vehicle failed to yield to their taxiing aircraft; requiring the Captain to brake suddenly to avoid a collision.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Pax Seat
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: After this flight we kept the aircraft and crew for the next flight. While the passengers were boarding; two of the passengers sitting in row 15ABC discovered that the seats were not attached to the aircraft. We contacted maintenance and the seats were reattached. We had apparently flown [previous] flight with the row of seats detached; but in their proper location. I don't know how long the seats had been detached; but looking through the logbook I could not find any maintenance performed on the aircraft which involved those seats or any item which may have needed them to be detached for maintenance.Cause: Maintenance or structural issue.Are the flight crews going to have to start checking the seat attach fittings on preflight?




Synopsis: Boeing 737 Captain reported that passengers discovered a row of seats were not properly attached to the aircraft.