elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Training / Qualification; Workload; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Dispatcher was notified that one of his flights was a non-ETOPS aircraft flying ETOPS; about two hours prior to arrival. Flight was past his Equal Time Point (ETP) and continued to destination. Captain was contacted and made aware of the situation.Aircraft was routed on an ETOPS routing; passed its ETOPS inspection and had a logbook that stated ETOPS across the front of it. Flight was dispatched on an ETOPS flight without any computer checks that should have caught it. Extenuating circumstances include workload and weather/ATC restrictions involving a hurricane enroute. Bottom line was human error in this case. This incident occurred due to a string of errors that should have been caught. Maintenance Control routing restrictions; Captain or Dispatcher diligence and computer programing errors all contributed to this incident.




Synopsis: Dispatcher is informed that one of his ETOPS flights is being flown by a non ETOPS aircraft. The Flight is past the midpoint and continues to destination.
Date: 201508
Local time of day: 1801-2400
Location: MMMX.Airport, FO
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON MMMX
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Ambiguous

Narrative: While conducting the RNAV (GPS) OR ILS Rwy 05R approach to MMMX in VMC conditions; I noticed as we flew over MAVEK (SMO VOR) intersection the FMC alerted 'GPS INVALID L; R'. This occurred perhaps one mile from MAVEK. As we were in VMC we continued a stable approach to an uneventful landing. I strongly suspect GPS jamming is once again occurring in the vicinity of the Mateo VOR.




Synopsis: A B737-NG pilot reported possible GPS jamming in the vicinity of SMO while flying the MMMX RNAV (GPS) or ILS Runway 5R in VMC. The FMC alerted 'GPS INVALID L; R.'
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During cruise and about 45 minutes from landing in ZZZ1; we received a message from Dispatch; 'Hey; Ops called to say they forgot to give y'all paperwork about Company Material Hazmat onboard. It appears there is an emergency slide in bin Delta. The weight and balance accounts for it but the form they were supposed to give you; they forgot to give you.' It wasn't just a form I didn't have. I had no idea it was onboard. So basically; I had HAZMAT on my aircraft and I had no idea it was there. FOM states 'The Captain must be provided written notification via the NOTICE TO Pilot-in-command (NOTAC) for when a shipment containing HAZMAT is onboard.' I was pretty frustrated; as continued messages between myself and Dispatch did not reveal what or if ZZZ1 was aware of it and that the Ground Personnel would come talk to me to ensure they knew it was arriving in ZZZ1 and would be removed. A ZZZ1 ground person did come to the flight deck and provided me with the Dispatch Report showing that Bin D did show 'Company Material Non-hazardous;' however; this is after the fact; not giving me indication before the flight. The dispatch report showed qty: 1 and 100 pounds. There must be better awareness of the importance of notifying the crew/Captain of any HAZMAT on board our aircraft. Yes; it's a big deal. Especially for emergency planning in a worst case scenario for responding personnel to our aircraft or a smoke/fire in any bin.




Synopsis: B737 Captain reported Dispatch notification during cruise of Company Hazmat onboard without flight crew notification prior to departure.
Date: 202006
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Workload; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: Currently we are required to report X time before departure when out of base for type X Aircraft. Ten minutes later; customer boarding commences. Ten minutes was barely enough under normal circumstances to stow our gear; prep with what we need for flight; check necessary supplies (paperwork; galley needs; etc). Briefing is impossible. Luckily my crew originated couple days ago so no briefing needed. However; if a 'new' FA joins us; they need to be briefed. Now with COVID; it takes me at least 5 minutes to thoroughly clean my area; 10 minutes is not doable.




Synopsis: Flight Attendant reported the time allotted for the required checks and briefings is not enough.
Date: 201910
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZTL
ATC / advisory: TRACON AVL
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In the cruise mode of my IFR flight; I was vectored through the very busy Ashville airspace. I attempted to check in twice; but the Controller was extraordinarily busy. I was aware that at least one aircraft abandoned their approach due to another aircraft on the runway they'd been cleared to land on; and later heard this aircraft request a return for another approach; which I ended up nose to nose with. Thankfully the perfect VFR conditions allowed me to see this oncoming aircraft. I was surprised that my TCAS (Garmin 345) was not showing this aircraft; but it may have been the 2 mile range I had it set on; and I'm not used to seeing large jets that close up. Only a few moments later; I got an audible alert from the Garmin 345 of traffic 12 o'clock 1 mile. I don't recall what the vertical separation was. I initiated a climbing left turn as the oncoming aircraft appeared to be turning back to Ashville (to their left.) Before I could alert the controller that I was climbing and turning; they instructed me to climb to 9;000 ft. (I was cruising at 8;000 ft.). Shortly thereafter; they returned me to 8;000 ft.; and handed me off to Atlanta.I don't fault the Controller. They were overwhelmed by the traffic - and the go-around; I suspect. But I wanted to be on the record that I deviated from my clearance to avoid a potential collision.




Synopsis: C185 pilot reported a NMAC that resulted in evasive action and a clearance deviation.
Date: 201901
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class C OAK
ATC / advisory: Tower OAK
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was coming back from ZZZ on an Oakland transition through Class Charlie airspace. I was given an instruction to fly from Coliseum to the 30 numbers of OAK at 2000 feet as instructed. I passed over the coliseum and turned right to 30. Right before the handoff from north tower to south tower - an aircraft came direct head on at my 12 o'clock - passed underneath me way too close. Probably 100-200 feet. Scared the [expletive] out of me. I was never given a traffic advisory or any info about this aircraft; even though I was in the middle of the OAK tower airspace pretty much right over the parallel runways. My guess is they were transitioning to the east; probably talking to the south tower - but they didn't give the north tower the memo. Very disconcerting. ADS-B wasn't too helpful there because I was right over the airport and there were a lot of targets (on ground and in air) - so it was hard to make any sense of traffic scope with the targets overlapping. I was about notify tower of the close encounter; but was then given another target at my 12 o'clock; but this time ahead of me and headed in the same direction over the Bay. I focused on flying the airplane; and [continued to my destination] safely.




Synopsis: GA pilot reported NMAC with unreported traffic on transition through Class C airspace.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 11;000 MSL direct to Skids intersection at cruise I noticed a left engine oil temp indication above the red line at the maximum temperature of 140C. I attempted to mitigate the high temperature by reducing power and by advancing power but the temperature would not decrease from the maximum indication. Other indications were in limits but not wanting to assume it was just a gauge error and risk catastrophic damage and potential overheat and possible engine fire I elected to secure the engine. Upon engine shut down the oil temperature immediately reduced to lower and in limit indications. I recall Approach and requested direct to ZZZ with an ILS. An uneventful single engine approach and landing was executed without further incident.I would like to express my sincere appreciation to Center; Approach and Tower and ground control for their very professional and exceptional assistance.




Synopsis: A Beechcraft 1900 Captain reported an oil temperature exceedance in the left engine; which resulted in the engine being shut down.
Date: 201304
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: It was a normal approach and landing. While taxiing to the gate I noticed many EICAS yellow warning lights come on and saw the left engine oil pressure falling. I stopped the airplane; then saw the left engine low oil pressure red warning and noted the left EGT at 500C and climbing. I moved the left fuel lever to cutoff and; referring to the Engine Shutdown checklist; shut down the engine. No other issues or concerns. We taxied to the gate uneventfully where we called Maintenance. No emergency was declared.




Synopsis: While taxiing to the gate a B757-200 Captain noted high and rising EGT and falling oil pressure on the left engine. They shutdown the engine and contacted Maintenance at the gate.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: The sortie was planned as a continuation training event for the solo pilot. Following seven landing patterns of varying flap settings and type; the 8th approach and landing was to a wheeled touch down with the flaps retracted; full stop. Winds according to the visible wind socks on the airfield indicated a right quartering headwind of approximately 5 knots; which differed from the information provided by the ASOS that was checked on each pattern to compare with the wind socks. Also noted was that turbulence and wind changes were gradually descending from 7;200 MSL to approximately 6;500 MSL during the patterns and the intent was to full stop on the eighth landing to avoid dealing with gusty winds.During a planned full stop landing at approximately 30 mph in a 3-point aircraft attitude following an uneventful right to left wheeled touchdown for the right crosswind; the aircraft was exposed to a strong wind gust from the left side resulting in a the aircraft rotating on three wheels to the left off the runway despite full right rudder and some right brake. The aircraft nosed down during the loop and the prop struck the ground along with the right-wing tip; right aileron; and right elevator. There were no known injuries to the pilot who was the sole occupant. The pilot egressed the aircraft and together with ground crews righted the aircraft and moved it to the aircraft hangar.




Synopsis: PA-18 Cub pilot reported experiencing a ground loop during landing in gusty wind conditions.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Second reporter function: Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Right after touchdown we applied power and then the airplane started to veer to the right and we pulled the power and applied left rudder and aileron but to no avail. We then went to the grass on the right side of the runway we then evacuated on the grass area. We then noticed the gear was completely gone. No one was injured and no airport damage. Before hand we were doing touch and goes; no hard landings; all soft landings; good weather.


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


Synopsis: Light sport aircraft pilots reported a loss of directional control resulting in runway excursion and damage to the landing gear.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Hydraulic System
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Physical Injury / Incapacitation; General Evacuated; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft evacuated due to smoke; fumes; and mist; from hydraulic system ingested into packs. When we boarded the aircraft; Maintenance advised they had drained hydraulic fluid from over serviced reservoirs. Mechanic came up and I made a log book entry as appropriate and Mechanic signed it off. The First Officer saw major hydraulic fluid on ground during walk around that was being cleaned up and dripping from bottom of hydraulic bay. Mechanics told him they were finishing up. I started APU; turned on right pack; noticed odor; a few minutes later at the same time Flight Attendant came up; fumes and mist and or smoke intensified. I ordered Flight Attendant; immediate passenger evacuate through main cabin door; belongings left behind. APU shut down immediately; advised Company; Maintenance via radio; and called the Duty Manager desk. ARFF was called and at gate within minutes. Maintenance arrived; mist and fumes on flight deck intensified. All passengers and crew evacuated into terminal; no injuries. Logbook entry made. ARFF did check with crew; and all passengers had no complaints or issues. First Officer and I had irritated eyes and burning nose sensation. We told ARFF same; he said it should dissipate. That did stay with us until end of trip. No Company medical clinic at this airport or in main terminal as told to me by the Duty Manager. Flight attendants did an EXCELLENT job with quick evacuation!! We did continue trip 3 hours later with same crew; different aircraft.




Synopsis: A B737 parked at the gate and having just under gone Hydraulic System Maintenance developed a heavy air conditioning mist and odor from hydraulic fluid ingested in the right pack so the Captain ordered an evacuation into the terminal.
Date: 201902
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff on Runway XXL; I was the Pilot Flying. During the initial climb the aircraft began a yaw to the right. There wasn't any caution or warning messages to cancel and identify. The Captain indicated to me the N1 was at idle and asked for the controls. We completed emergency procedures and [advised] ATC and asked for vectors to return to the field. The right engine restarted so we asked ATC for vectors to a hold so we could burn fuel. We inform Dispatch of the [event] and that we were overweight; they advised us to return to ZZZ.




Synopsis: CRJ-900 First Officer reported an engine failure on initial climb resulted in an engine restart and return to departure airport.