elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared on the FORT WAYNE 6 Departure. Climbing to cruise; ATC told us 'out of FL320 resume normal speed '. We had missed the 280 knot speed restriction at the top of the chart because we were heading south and had the page on the iPad 'pinched' in to zoom to the bottom of the page. We'll take time to look and study the complete chart; but it would help if it were highlighted in more places including being programmed into the FMC.




Synopsis: B737 Captain reports not noticing the 280 knot speed restriction on the FWA6 Departure due to chart positioning on his iPad.
Date: 201507
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: Clear
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight phase: Initial Climb
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Offield landing after takeoff because of engine failure.




Synopsis: PA28 pilot experiences an engine failure after takeoff and lands in a field.
Date: 202106
Location: EWR.Airport, NJ
Flight conditions: Mixed
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter function: Passenger
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural FAR
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was seated at XX on approach to EWR. We were going in and out of large clouds. I saw what at first appeared to be a balloon just to the left; under wing level. I watched as it climbed. I could see that it was not a balloon; but a large drone. We were under 10;000 feet; as the captain had signaled such. The drone was yellow and black; black rotors. I estimate that it was 50-75 yards away. I took a time stamp on my phone about 10 seconds later. It was XX37Hrs Eastern Time. The pilots had left the aircraft before I could make my way to the front of the plane.




Synopsis: Passenger on an air carrier flight was looking through the window while the aircraft was on approach. The passenger saw a large UAS approximately 150 feet away. The UAS began to climb and the passenger was unable to inform the flight crew.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Weather elements / visibility: 2
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
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; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In the climb we got 'all dashes' on all five fuel quantity displays. [I] also noticed that the right fuel flow was obviously incorrect; reading far too low or even dashes at times. Tried selecting 'B' fuel quantity indicating system; no help; all dashes. [I] tried abnormal procedure in QRH; which says to press annunciator test button; no help. I called Dispatch and advised them of the situation; advised them that I thought we had no option other than to return to [departure airport]. I advised Dispatch that it would be an overweight landing and that we would declare an emergency with ATC. While I was speaking with Dispatch the First Officer was doing just that and getting us headed back. I gave the flight attendants their briefing and made a PA to the passengers explaining the situation. The First Officer flew the ILS with weather of 500 OVC and 2 SM visibility. The First Officer made a normal touchdown and we taxied to the gate. ARFF was standing by but not needed. After landing the fuel quantity indication returned to normal. We had landed at 134;800 LBS; we had estimated 136;000. [A deadheading] First Officer was on the jumpseat and helped with getting Dispatch on the phone; checking for tripped; circuit breakers; and trouble shooting.


Second narrative: [Narrative 2 had no additional information]


Synopsis: An MD-83 flight crew reported losing their fuel quantity indicating system in flight. They declared an emergency and returned to departure airport.
Date: 201508
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: During boarding the Captain came to back galley; checked the right service door handle by [opening and closing] the aft right service door. He stated [due to a] previous issue from day before. Focused on the door during climb out; both [another flight attendant and] I witnessed the handle begin rising; called cockpit; we're told we would return to [departure airport] and no evacuation [planned]. Maintenance stated aircraft was out of service.




Synopsis: A Flight Attendant reported the Captain cycling the handle of the aft service door handle during boarding due to a previous issue. After takeoff; 2 flight attendants reported seeing the door handle rising; so they notified the Captain; who elected to return to the field.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X had just departed ZZZ for ZZZ1 and lost green hydraulics. They notified ATC and returned to ZZZ; landing on Runway X. Had to be towed to the gate from the runway.




Synopsis: Air Carrier Dispatcher reported an uneventful mechanical air return during departure climb.
Date: 201301
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Escape Slide
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Parked at the gate; I unarmed the forward passenger door. When I removed the girt bar from the brackets to put into clamps; one side did not catch into the clamp on the door and instead fell back into the bracket. I did not notice it; so when I removed the red strap and grabbed the handle; I lifted the handle and cracked the door. At that instance; the slide inside the bustle dropped and landed on my left foot. I immediately looked down; kept the door cracked; and signaled the Operation's Agent to stop from trying to open the door. At that point; I told the Operation's Agent what was happening and asked Flight Attendant 'C' to tell the Captain. Between the Operations Agent and me; we figured out a plan to get the door open without deploying the slide. I had to close the door enough while slide was on my foot in order to release the girt bar from bracket. Once done; the Operation's Agent and I had to lift the slide off my foot and push it back into the bustle. Holding from the bottom of the bustle; the Operations Agent and myself got the door open. The slide was still exposed so the Operation's Agent called for a Mechanic to come and check it. Meanwhile; we begin to deplane the passengers. I needed to make sure that the girt bar was in the clamp on the door. I was not rushed nor was I distracted. It was a very unusual incident that the bar fell right back into the bracket.




Synopsis: A B737 Flight Attendant completely removed only one side of Door 1L girth bar before opening it. When she noticed the slide moving she re-closed the door; then with an Agent's help removed the slide safely allowing the door to open.
Date: 201605
Local time of day: 1201-1800
Location: OXR.Airport, CA
Flight conditions: IMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D CMA
ATC / advisory: Tower OXR
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on recurrent pilot training flight for Part 135; conducting a multiple practice approaches in Point Magu airspace. On my last approach in Point Magu airspace we selected the LOC [for the] approach to OXR. After crossing final approach fix I descended on profile were we added additional practice on abnormal procedure to this approach for pilot training purpose. At intermediate point at OM (PARDS) there is altitude restriction of 1680 feet for localizer approach which I penetrated. I immediately started correcting; [a few seconds later] Oxnard tower gave low altitude warning which I confirmed; and stated that I [was] correcting.




Synopsis: BE1900 pilot reported descending below charted altitude on a practice approach to OXR airport.
Date: 201510
Location: SBA.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C SBA
ATC / advisory: TRACON SBA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was flying IFR to SBA. While initially told to expect a visual approach to SBA; a heavy rain shower developed and I was repeatedly vectored far to the south of course; and over the Pacific Ocean; for faster traffic following. I was then cleared for the VOR25 approach and vectored toward the course from a position far to the south over the ocean; and descended prematurely by several miles from 2;100 feet AGL. I should have realized that I was not yet at ZACKS; but I was still in the visual approach mindset; and descended where I would usually do so for the visual approach. I frequently fly the visual approach into SBA. I was given a low altitude alert; and climbed back to the minimum altitude before declaring the airport in sight and landing on a visual approach.When assigned the VOR approach; I should have gone completely into the full mental mode for that approach; despite the unusual entry procedure. I realize that delaying vectors save time in comparison to holding. Even when far over the ocean; it is necessary to observe the minimum altitudes for procedure.




Synopsis: PA32 pilot reported receiving a low altitude alert from ATC when he descended below charted altitude on an instrument approach to SBA.
Date: 201503
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Time Pressure; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was level at FL410 and flashing to Jacksonville Center (ZJX) Knemo sector.  The aircraft was two minutes from the boundary and the ZJX controller had still not taken the handoff.  (This is a standard procedure with many controllers at ZJX.)  As we are trained to do we called Knemo sector for the handoff.  They did not answer on the 1st; 2nd or 3rd calls.  We then initiated a turn to a 120 heading.  The aircraft was about a minute away from the boundary at this time.  Then I am unsure if the aircraft was able to turn in time.  As the aircraft was turning I called again for a handoff or a point out so as to avoid the airspace violation.  The ZJX controller finally answered the line and said radar without identifying the aircraft in question.  A few seconds later the computer showed the handoff had been accepted.  At this time we cleared the aircraft to ILM and shipped him to the Knemo sector.We have to call ZJX on approximately 20% of the northbound aircraft.  It seems as if several controllers in Torry/Knemo purposely wait until the aircraft are at or within 2 minutes of the boundary to take handoffs.  This is a very dangerous situation as it leaves no room for error.  It would be nice if they took hand off sooner so as to avoid this sort of situation.




Synopsis: A Miami Center (ZMA) Controller reports of having to spin an aircraft because the Jacksonville Center (ZJX) Controller would not take the handoff. When the aircraft was in its turn; the ZJX Controller took the handoff. The ZMA Controller reports this type of thing happens often.
Date: 201208
Local time of day: 1801-2400
Location: MCW.Airport, IA
Flight conditions: Mixed
Weather elements / visibility: Rain; 5
Light: Dusk
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E MCW
ATC / advisory: CTAF MCW
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Human Factors

Narrative: My passenger and I were on a return flight back to our home airport. When we departed we knew the weather was good most of the way but looked questionable for the last 100 miles but radar and METARs looked like there may be an opening to complete the trip. We planned to stop if it looked like we couldn't make it VFR. (I am low-time instrument rated but not current.) There were several TFRs scheduled in the morning along our path for a Presidential tour so we wanted to at least get past that before morning.As we progressed the ceiling started to get lower so we landed to check the weather. The airport was very small with no weather info but I was able to use my handheld devices to get some information. We decided to press on for another short leg to what appeared to be a little bigger airport with better facilities. We made that leg; with low ceilings but found the airport did have weather but even fewer other services. We decided to proceed despite the low ceilings and impending dusk to a large airport where we could find a hotel until the weather cleared in the morning. We made the leg but ceilings continued to lower with rain as well. Dusk became dark and there were several tall windmills on our path. It was a lot closer than I prefer between the obstacles and the low ceiling. I was concentrating on visual references and finding the airport and did not communicate on CTAF. After landing uneventfully; I realized that there was a commercial flight that landed not long after we did. Overall; there were far too many things that could have gone wrong in the chain of events.We should have stayed another night and left in the morning; and just deviated around the TFRs; it would have been fewer miles and less time and money than we ended up with anyway...AND a lot safer. We also could have chosen to stay at the first; smaller airport and not continued into deteriorating conditions. Uncomfortable is always better than dead; or on the front page of the news!




Synopsis: A PA28 pilot related the poor decisions he made in attempting to complete his return flight to his home field when weather conditions were marginal; night was falling and circumnavigating TFRs would be necessary.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi; Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Collective Control
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Training / Qualification; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was practicing air taxiing and quick stops with a 31-hour student pilot on a taxiway. During the recovery phase of the quick stop; the student did not raise enough collective to arrest the descent. I took controls at around 30 feet AGL and increased the collective to our 5-minute limit; but we continued to descend and impacted the ground hard enough to spread the skids. A piece of non-structural sheet metal detached from the underside of the helicopter and landed beside the taxiway. I reported what happened to the tower and they sent someone to retrieve the sheet metal. I flew the helicopter back to the flight school's ramp and did not observe any damage other than the spread skids. I should have taken the controls earlier and not allowed the descent rate to develop to an unrecoverable state. I was trying to talk the student through the correct control inputs when I should have just abandoned the maneuver and recovered.




Synopsis: Helicopter Flight Instructor reported their student was practicing 'quick stops' but did not recover the descent in a timely manner. The Instructor reported they took control too late and this resulted in a hard landing causing minor damage to the helicopter.