elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL410 in cruise we received a battery exceedance EICAS message. After completing QRH we advised ATC and diverted to ZZZ checklist instructed crew to land as soon as possible. Flight landed and taxied to ramp without event.




Synopsis: EMB-505 Captain reported a battery exceedance message resulted in a diversion.
Date: 201409
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Communication Breakdown; Workload; Troubleshooting; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Weather; Procedure
Primary problem: Weather

Narrative: We were east of DOOBI on the SKNRD2 arrival into IAH and deviating south of course for weather.  We were given a descent clearance to 12;000.  While still deviating we were told to 'Descend via the SKNRD2; except cross abeam DOOBI at 12;000.'  The abeam point was unclear and the 12;000 was lower than the minimum altitude at DOOBI (FL190).  Additionally we were still deviating and not on the arrival; so the there was some confusion in flight.  After that we made the turn at KNGWD for the transition to 8R.  Planning to cross over VLDEZ GOVVV etc. as published for runway 8R.  Shortly after making the turn at KNGWD the controller told us 'you missed your turn at KNGWD; turn left to 220 degrees.'  We queried the Controller about the runway as our approach chart indicates to continue over VLDEZ for Runway 8R.  We thought maybe there had been a runway change.  The controller said that the runway was still 8R; but that he wanted us south of the field for a right downwind due to weather north of the field.  We explained that by selecting 8R in the FMGC we could not select a transition over KNGWD that took us south of the field.  Also; there was no notification that after KNGWD we should proceed via the transition for Runway 9. In both situations we were able to clarify with ATC and determine what they wanted us to do although it took several calls.




Synopsis: While deviating east of DOOBI for weather on the IAH SKNRD 2 arrival; ATC requested an Airbus crew fly the Runway 8R South transition after KNGWD; but that transition was not an FMC selection.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
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: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing to our cruise altitude the Captain and I began to hear a noise coming from the cabin that sounded to us like a pressurization leak in the airplane. Shortly thereafter the Captain received a call from the cabin crew; I believe notifying him about the same noise we were hearing. We then asked ATC for a lower altitude in hopes of the noise stopping. Shortly after that the Captain received another call from the cabin crew; when he hung up the phone he told me we were returning to our departure airport ZZZ due to claims of smoke or fumes in the cabin. I then donned my oxygen mask and notified ATC with our intentions to return to ZZZ. We were then given a lower altitude and vectors. We conducted the smoke/fumes checklist. We also decided ZZZ1 airport would be closer and notified ATC we would be landing there. We landed in ZZZ1 without incident where we had the ARFF (airport rescue firefighters) search our aircraft for any hot spots while still on the runway. After no hot spots were found we taxied to the gate where we deplaned normally. The pressurization leak that caused a loud noise and I never heard what the cabin crew smelled in the cabin. I really can't come up with any suggestions that would have prevented this event without knowing what caused the leak and what caused the smell.




Synopsis: A321 First Officer reported a cabin fumes event during climb and cruise level off resulting in a diversion. The fumes were reportedly caused by a pressurization leak.
Date: 202102
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Other Person
When detected: Other Load Planning
Result: General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Stores dropped DG (dangerous goods) paperwork to manifest without the freight. The Cargo team refused to manifest as the freight was not present. I received from the Store Supervisor that the team failed to manifest the shipment. I explain to him that we need to be able to check the DG label; checklist prior to manifesting.




Synopsis: Air Carrier Cargo personnel reported refusing Dangerous Goods paperwork to manifest Hazmat shipment without the accompanying Hazmat cargo.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Wingtip
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching ramp at FBO. Ramp was very congested; we stopped short of the ramp to await for a marshal. When marshal's gave signal to move forward we followed their signals; we were on the centerline of the taxi way. On entering the ramp our left wingtip contacted the right winglet of a parked [aircraft]. We were totally un-aware that contact had been made until informed after parking. We followed the marshalers directions (there were four) from ramp entry to the parking spot. The wing tip of the Gulfstream is difficult to see from the pilot seat.Damage to our aircraft was basically a paint scrape; it was written up and inspected by our maintenance personnel who found no damage and referred to it as a paint transfer.The fiberglass winglet of the [other aircraft] was damaged and will have to be replaced.




Synopsis: The pilot of a corporate jet reported making contact with the winglet of a parked aircraft while being marshaled on a congested ramp.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Flight was smooth during the cruise portion of the flight.  As we started our descent from 17000 feet it was also smooth and no turbulence was noticed. After we finished the before landing checklist and level at  4000 ft  approximately 50 miles south of ZZZ we encountered a pocket of heavy turbulent air and the aircraft suddenly dropped 800 ft per minute and lost about 400-500 ft in altitude. Concerned about the passengers and FA; I tried calling the FA in the cabin but she did not answer.  So I called again and she answered the phone and right away I knew she was in pain due to her voice. She told me she hurt her leg really bad and she couldn't walk. I [advised ATC] and asked for medical personnel to meet the plane at the gate.


Second narrative: Upon encountering the turbulence; I; the pilot flying at the time; disconnected the autopilot and switched to hand flying as a result of the turbulence. The captain; the pilot monitoring at the time; called the Flight Attendant to make sure everything in the cabin was ok; and received no answer. He called a second time and the Flight Attendant informed him that she had badly injured her leg while returning to her jumpseat; and was seated in an empty row of passenger seats near the front of the cabin. The captain decided to declare an emergency and request medical personnel meet the plane. We switched roles; I became pilot monitoring and he became pilot flying; and we continued the flight the remainder of the way to ZZZ without incident.


Synopsis: DHC-8 flight crew reported turbulence during descent that injured the Flight Attendant.
Date: 201910
Local time of day: 1201-1800
Location: MDH.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D MDH
ATC / advisory: Tower MDH
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: On the first attempt of landing; a go-around was initiated because the windsock indicated a tailwind. The wind was variable at 10 gusting 17 kts. The second attempt the aircraft landed on the centerline of the runway when a gust of wind began to move the aircraft to the left of the centerline. Right ruder and aileron correction was used to try and maintain the centerline. This proved ineffective as the aircraft continued to veer to the left and exited the runway into the grass at a speed of 30 kts. There was no damage to the aircraft of the airport property. The pilot was unharmed.




Synopsis: C172 pilot reported loss of control during landing that resulted in a runway excursion.
Date: 201704
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Autopilot and autothrottles off visual approach into landing runway in VMC conditions. At approximately 225 kts called for flaps 1; as aircraft continued to slow called flaps 5 and at that time noticed flap needle and corresponding flight indications that the flaps had stopped in a position between Up and 1. Both crew members acknowledged this and Captain instructed FO to tell the tower that we needed to break off visual approach and climb to 3000 ft. I took radios since I was still hand flying and instructed FO to start into the QRH. My concern at the time was two jets that were in sequence behind us. FO worked on the issue and after completing the first portion of Flaps leading edge transit light which sent us to the next checklist I decided to [advise ATC]. We were now cleared to maneuver west of the airport area as we continued to work on the issue. At this point I gave aircraft to FO and I entered the QRH from the initial checklist. Leading edge flaps transit checklist lead us to trailing edge flap disagree checklist which lead us to step 5 due to flap needle split/position to extend using alternate flap extension. Alternate flap extension checklist was performed until flaps arrived at a position between position 2 and 5 and stopped. We also at this point did not have the leading edge devices indicating full extension on deployment. It was at this time that FO and I made the decision to employ the most conservative approach and use the Flaps-All flaps up landing checklist due to the potential erroneous conditions/ indications of the aircraft. After completing the checklist a non-event arrival and landing was performed.


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


Synopsis: B737 flight crew reported a flap extension problem and elected to land in a near no-flap condition.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Descent
Airspace: Class G ZZZ
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In the process of towing gliders; there was a 1;000 ft. release and I focused on getting clear from the glider and returning to the field and didn't get the tow rope reeled in. In approach to landing; a power line was struck by the rope. The rope and line broke. No one was injured. Plane was OK. Just damage to the rope and power line. Last year we switched from a rope drag to a reel and we haven't done that many of the reel tows prior to this year.




Synopsis: Glider tow pilot reported the tow rope struck a power line; damaging both.
Date: 201203
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Other At Home
Result: General Work Refused
Contributing factors: Company Policy; Human Factors; Staffing
Primary problem: Human Factors

Narrative: I called in 'fatigued' for an assignment with an early morning show time. I feel; however; the problem started with the trip prior which finished with a red eye the previous morning. That trip had an evening show time. With a late show; your day does not start late; your day starts at 'normal' times; because of daily commitments; chores; duties; etc. my day; that day; started at 0600 as usual. By the time we got to the hotel around midnight I had been awake for around 21 straight hours. I then; inexplicably; awoke around 3 hours later (0600 home time)--probably out of body clock habit--and had trouble falling back to sleep. Got a phone call 4 hours and 22 minutes later; but no one was on the line. I called front desk thinking it could have been Scheduling or my First Officer; but they said it was not his number and that it was internal but probably a wrong number.Could not fall back to sleep. Started to but; an hour later; a construction crew across the street from my room started their day. That noise; made it impossible to fall back to sleep…hammering; jack hammering; cranes; trucks; etc. I gave up trying to sleep and got out of bed after another hour; having been awake for the most part; since the phone call. Our van time was in 9 hours for an hour later push. [I] had to fly two legs; with a sit and aircraft change in the middle. By the time we got to our first destination; I had been awake for nearly 14 hours. Still felt OK at this point. By the time we got to our second destination; I had been awake for around 24 hours and was feeling rather wiped out. I then drove an hour and a half home. At this point I had two choices; neither of which was attractive. I could sleep now; risking being up and wide awake later and not able to fall back to sleep; or wait until later; risking not getting enough sleep and not being wide awake by my early wake up time. I tried napping but had errands to do and distractions all day long. Luckily I set my cell phone alarm because I passed out on the couch later. I took a shower and drank a cup of coffee at my wakeup time but; as I tried to dress; I was literally dead on my feet. I knew I couldn't safely make the drive for a show three hours later; let along fly all day. I knew the only safe course of action was to use a 'fatigue' call. I felt guilty at first; but truly believe I made the prudent choice today.




Synopsis: An air carrier Captain provided a detailed account of the events leading up to his refusal to fly a later assignment due to fatigue.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Preflight and taxi were normal operations. We were cleared for takeoff; and as I brought the power to takeoff I felt that the airplane was rolling. I thought that I may not have enough pressure on the brake pedals and pushed harder; making sure that my feet were fully up on the brake pedals. The airplane continued to move and I released the brakes. I heard a noise as I released the brakes which I attributed to a normal shift of interior contents. The PM asked if I heard that and I replied that I thought it was normal. I then felt a slight rumble as the airplane accelerated. I heard the PM call for the abort about the same time I was coming to that decision myself. I reduced the power to idle and deployed the TRs. We were at a relatively slow speed so I gingerly applied brake pressure. There did not seem to be any effect even as I increased brake pressure; released and reapplied brakes. I then turned the anti-skid off and the brakes responded. The PM was in contact with the Tower and we turned off the runway. The Tower asked if we wanted to continue to the ramp and the PM and I elected to remain stopped and assess the airplane before further movement. He indicated that the right main tires were blown and we shut down on the taxiway. The inboard left main tire was also blown. I called the [Duty Manager] and coordinated with ground personnel to have the airplane brought to the hangar.




Synopsis: G200 Captain notes that the brakes cannot hold the aircraft stationary as the thrust is pushed for takeoff. The brakes are released and a rumbling noise is heard resulting in a rejected takeoff. Initial braking has no effect until the antiskid is turned off and the aircraft is brought to a stop. Three of the four main gear tires are found to be deflated.
Date: 201704
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oil Contents Indication
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: On the B777 the limitation for oil quantity is 22 quarts. We were departing and the oil quantity on the right engine was 21 quarts. We called Maintenance and they came out and said the oil in the right engine was completely full at 21 quarts and that this is a problem with the some of the -300ERs. We left because we knew the oil quantity was ok even though it did not display the required 22 quarts. I believe the limitation needs to be changed or this issue needs to be addressed by a bulletin to protect crews from ignoring aircraft limitations.

Callback: The reporter stated that it is primarily an issue with following procedure; if minimum before engine start is 22 quarts and the oil quantity is indicating 21 quarts the flight crew may be in violation of procedures even though the engine oil has just been serviced.



Synopsis: B777 Captain reported that the minimum oil quantity prior to engine start is 22 quarts; but the right engine indicated 21 quarts when serviced to full.