elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi; Takeoff / Launch
Reporter organization: FBO
Reporter function: Trainee; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Physiological - Other; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I received the second dose of my Pfizer vaccine for COVID-19 yesterday at XA:00 AM. I was not feeling any immediate effects of the dose and had a flight lesson scheduled XE:00 AM and felt fine. It wasn't until this morning I was chatting with a mentor of mine and they had mentioned there being a 48 hour period of restriction for any flying for those that did receive the vaccine. I did some research of my own and found that this was indeed true. I did not feel like I was putting myself or my instructor in any immediate danger and could still perform my duties as a student pilot. Upon discovering the restriction; I scheduled my other lesson for after the 48 hours have passed.




Synopsis: Student pilot reported taking a flight lesson prior to the 48 hour waiting period after receiving a COVID-19 vaccine.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 5
Light: Daylight
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Rudder
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: On ground Controller warned of incoming storm from the south. I suggested that I remain in pattern and just do some full stop landings ahead of the storm. Controller said storm was not moving quickly and likely could get in at least one practice instrument approach. Controller said Approach was busy that day so I said I would vector myself. Flew ILS XX approach. Vectored self successfully and joined the localizer. Encountered light rain at ZZZZZ [fix] but maintained VFR. Inside of ZZZZZ rain stopped. Cleared for landing on Runway XX and had very nice; smooth landing. Use Beta to slow aircraft down and left runway for taxiway without incident. Controller advised re: taxiways back to hangar. Left turn off of runway then right turn onto Taxiway 1. At end of Taxiway 1 left turn at Taxiway 2/3 intersection. Plane facing west. Braked; trying to stop at the intersection to confirm controller instructions. Plane would not stop and would not go straight. Very unusual and had not encountered that situation before. Plane veered off taxiway to left; went off into grass and down a slight hill; doing a 180; facing east. Then came to a full stop. No plane damage and no injuries. Passenger who had much difficulty fitting into the passenger seat. He was a big man and was quite cramped. He asked if seat would go back further but it would not. Not sure if his feet interfered with brakes/rudder pedals. Personnel showed up and provided tow vehicle. Had plane towed back to hangar. Aircraft to be inspected.




Synopsis: PA-46 pilot reported that the aircraft would not stop or go straight while approaching a taxiway intersection; then departed the taxiway and finally stopped. Pilot suggested that the passenger's feet had interfered with the brakes and rudder pedals.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, NY
Light: Daylight
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class G ZNY
ATC / advisory: UNICOM ZZZ
Second aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departing ZZZ; I gave a radio call to the general ZZZ area that we have departed ZZZ. No one was in the area or responded to our departure. We then got a traffic notice on our radio that we were close to Aircraft X. [The pilot] did not radio anyone on the ZZZ Unicom. We missed his plane I would say by 500 ft. At no time was the pilot on the radio communicating to [ZZZ Unicom] of his intentions. He landed at ZZZ with no radio call. Earlier that day when we landed at ZZZ the same pilot was coming into land. I called ZZZ and told the traffic we were on short final for Runway 23. I then got a call that Aircraft X was on Runway 5. I called him and said can you confirm you were on the runway we are landing. He then said no he was taxing for the ramp he was no were near the runway.




Synopsis: Captain reported another aircraft was not radioing intentions at an untowered airport; resulting in an NMAC.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I received the handoff on Air Carrier X from ARTCC Y crossing the boundary approximately 20 miles west of JXX proceeding direct XXX then XXX1 inbound to ZZZ without coordination and with no weather reroute in place. The ARTCC X/ARTCC Y LOA clearly states that ZZZ's West of JXX shall be routed. Five minutes later I received the handoff on Air Carrier Y 60 miles West of JXX at FL380 from ARTCC Y also with bad routing to ZZZ and without coordination. Nobody complies with LOA's or SOP's anymore because they know that they can just ATSAP it with absolute impunity; so it simply doesn't matter if they do their job correctly or not.




Synopsis: Enroute Controller voiced concern regarding the new ATC safety reporting system claiming the Controller culture is changing and declining because of the no punishment clause.
Date: 202010
Local time of day: 0601-1200
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I started to feel nauseous during the flight from ZZZ1 to ZZZ. After we completed service; [Person A] and I started to smell a strong sour milk smell in the aft galley. It came and went about three times. We could not find a source for the smell; and no passengers complained of anything. The last time we noticed the smell was before descent. At this point my nausea had gotten worse. During final descent I started to feel a little lightheaded and dizzy. I thought it was getting better; but when I bent down to disarm my door; I had a hard time getting back up from being so lightheaded. At that point I asked [Person A] if she was feeling ok. She said she had been feeling lightheaded. So during deplaning I called the [Person B] and let her know what we were feeling. She told the Captain who suggested we talk to a supervisor and get checked out in case it was a cabin air quality event. We were met by a supervisor who then called EMTs to check us out. We decided to then go to the ER where we got blood tests; and it was determined that we had carbon monoxide poisoning. We listened to our bodies and paid attention when something was out of the norm.




Synopsis: Flight Attendant reported a 'sour milk' smell was noticed during flight resulting in health issues. Post-flight diagnosis determined it was carbon monoxide poisoning.
Date: 201410
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: FMS/FMC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure; Human Factors; Chart Or Publication
Primary problem: Procedure

Narrative: During the descent into IAH; ATC told us to 'Descend via the DRLLR3.' We queried the controller to specify a landing runway since the lowest altitude on the STAR is dependent upon the specific runway. The controller replied along the lines of 'You guys are always asking that but I don't assign the runway; you'll get that on the next frequency.' We decided to set 8;000 for DOMNO since that is the place where the arrival diverges; however; by the book that is probably not correct. At least two more airplanes asked the same question of the controller prior to us being handed off to the next controller. Then after being assigned 26L and approaching ZOEEE; the controller switched our runway to 27 but did not assign us a heading/etc even though a 27 arrival no longer had us on that routing. Being fairly close to ZOEEE at the time; we decided to use heading select to approximate a track as is assigned for the 26L transition.




Synopsis: When the B737 flight crew; cleared to 'descend via' the DRLLR RNAV STAR to IAH; requested their planned landing runway so as to properly program the FAA required 'bottom' altitude in the arrival ATC's response was that assigning a landing runway was not his responsibility; the next controller would make the assignment and advising he was weary of having to explain that to flight crews.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: This was the second leg of the day. I was the First Officer on my last day of a three-day reserve pairing and was assigned a ZZZ turn from ZZZ1. I have flown with this Captain before. During the initial briefing we briefed that a lack of proficiency due to reduced hours was an additive condition and that we needed to be extra vigilant to keep each other out of trouble.  In my case; it had been 40 calendar days since my last flight. We were preparing to push back from the gate in ZZZ. We were on time. I called Ground for clearance to pushback; received it and notified the Captain.  He gave the standard talk to the ground crew and I was clearing the right side of the aircraft for pushback.  I did not noticed that the parking brake was still set.  Ground Crew commenced pushback and the shear pin in the tow bar broke.More attention to switch position; avoid expectation bias and more flying wouldn't hurt.


Second narrative: We were not rushed and there were not additional threats. I just stated to the push crew that the brakes were released and cleared to push; but I must not have pushed hard enough on the brake pedals. I should have verified the red Brake Released light was out. Since the brakes were still set; the tow bar pin broke and we swapped for a different tow bar. I just didn't verify as I should have.  We are flying less; so we need to be even more attentive.  Better attention to detail.


Synopsis: Air carrier flight crew reported the parking brake was still set during pushback resulting in a broken tow bar shear pin. Both pilots referenced lack of flying as a contributing factor.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Relief Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of FL300 for FL360; upper crew compartment smoke EICAS and associated alarm went off. It was followed by bulk compartment heat EICAS. Ran checklist; communicated with flight attendants; recovered resting crew to cockpit. Alarm continued as did EICAS. Decision to return and prepare for overweight landing. All associated checklists were ran as well as all assessments. Crew coordination was excellent. Airport Rescue and Fire Fighting (ARFF) was notified and followed aircraft after landing. All temperature reports relayed to us. After no fire indications were communicated by ARFF; we taxied to gate. Parking checklist completed; logbook entry made.


Second narrative: I had just settled on the first break in the Overhead Flight Crew Rest (OFCR); when the smoke alarm and light came on. Captain called the rest area to tell me and the First Officer B about cockpit indications and that he and the First Officer were in the process of running the appropriate checklists. Both myself and the First Officer B proceeded to the cockpit to assist with all required checklists and preparation for an overweight landing. The Captain landed the aircraft safely and without incident.


Synopsis: B787 flight crew reported experiencing false fire and smoke indications climbing out of FL300; in the upper crew compartment and the bulk cargo compartment and returned to the departure airport.
Date: 201908
Local time of day: 0601-1200
Location: PIH.Airport, ID
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Small Transport
Flight plan: VFR
Flight phase: Initial Approach
Airspace: Class D PIH
ATC / advisory: Tower IDA
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Other Post flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was heading to Pocatello airport. 15 miles east of Pocatello I listen to ATIS and got Mike. I didn't know I had the wrong tower frequency on which was 118.5 for Idaho Falls instead of Pocatello tower 119.1. So I called up and said good morning Pocatello Tower Aircraft X. Tower replied Pocatello tower Aircraft X go ahead. I reported Aircraft X is 13 miles east of Pocatello 8500 feet we have information Mike for Runway 21. Tower replied report 5 miles left base 21. At no point here I thought something is wrong. I reported 5 miles left base 21 and was cleared to land. I landed shortly after Runway 21. No other traffic was in vicinity of airport. I called up Ground didn't reply. I later pulled up and parked at FBO and got a call in building about landing and entering Delta airspace without clearance. I was shocked and told Tower it doesn't make sense I was talking to him 13 miles out and had cleared me to land. We later realized I was talking to Idaho Falls Tower and at no point did Idaho Falls Tower realize that. First thing I told Pocatello Tower I never mentioned even once Idaho Falls and nor did Idaho Falls Tower tell me he was Idaho Falls. Secondly I reported Mike for ATIS which at that particular time Idaho Falls had different information for ATIS. Thirdly I was 13 miles east of Pocatello if indeed I was going to Idaho Falls if Tower assumed that I was about 25 miles west of Idaho Falls and the clearance would've been report left downwind 21 not left base for 21.




Synopsis: Small Transport pilot reported landing without a clearance from the proper controlling facility.
Date: 201508
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach; Cruise
Airspace: Class A ZFW; Class B DFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During cruise over the Gulf of Mexico; my First Officer (FO) started experiencing symptoms of food poisoning; upset stomach; chills; vomiting etc. He went to the lavatory to take care of some of the symptoms; but when he returned; he did not feel any better. Fortunately he asked the flight attendants for some airsickness bags because he proceeded to vomit several times. As we approached AEX; it was apparent to me; he would be of little use as a crew member and we had a commuting captain in the back. I instructed the number one flight attendant to get him and have him report to the cockpit. My FO had vomited on the floor and seat on his side; so I left him in his seat and had the captain assist me from the jumpseat. He was invaluable in ensuring we complied with all restrictions and checklists. Between the two of them I had very good backup with a pilot observing. About 250 miles from DFW; the FO was vomiting again and I decided to get him on the ground. At that time; I [advised] ATC and requested direct to JIFFY. This was granted and we proceeded to DFW. As we approached Dallas; Regional Approach offered us 17R; which I accepted. We performed the visual to 17R and landed uneventfully. My FO was checked by EMT at the gate after we arrived and then went home. This seems; I'm sure; to be a strange emergency; however; my FO was not able to complete his duties up to his normal standard nor company standards due to his illness. [Advising ATC about] the emergency was the most expedient and best option to minimize the risk to our operation.


Second narrative: Approaching AEX on arrival to DFW. I became actively sick from food poisoning. I had 1 bout of diarrhea and 3 bouts of vomiting. I was still able to complete my pilot not flying duties as an first officer all the way to block-in; as I felt instantly better after each bout. We [advised] Ft. Worth Center and received priority for a landing on RWY 17R at DFW. Paramedics met us at the gate but I did not require their assistance. The captain called a commuting captain into the cockpit to function as safety observer for the arrival and landing.Don't eat the meatballs in Managua.


Synopsis: The First Officer became sick en route to DFW; the flight was expedited and landed uneventfully.