elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1801-2400
Location: LAX.Airport, CA
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Our flight was being vectored for a left base on a visual approach to Runway 25L after passing SLI and descending through 7000 ft. ATC advised us we were 7 miles behind a heavy 777; and I had placed our aircraft in a position that I thought would avoid wake turbulence. Wake turbulence rolled the aircraft approximately 15 degrees to the right before I disconnected the autopilot and leveled the wings. When wake turbulence rolled the aircraft back to the left; I kept the wings level. The First Officer reported the encounter to ATC. He also checked with the flight attendants; who reported no injuries to themselves or to any passengers. The flight continued without incident; and I reported the encounter to [Operations] after landing.




Synopsis: ERJ-175 Captain reported the aircraft rolled 15 degrees in response to a wake turbulence encounter on arrival into LAX in trail of a B777.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the descent; the Captain noticed a lower than normal quantity of fluid in hydraulic system 3 reservoir. Crew continued to monitor fluid quantity. Gear was lowered. Received gear disagree warning message. Emergency was declared. Checklists were completed. Normal landing was made after completion of checklists without further incident.




Synopsis: CRJ-200 flight crew reported loss of hydraulic system 3. Emergency was declared and a normal landing ensued.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: As the A Flight Attendant; I was cleaning up from the pre-departure beverage service when late arriving passengers arrived. The agent had valet checked their bags; but there was still room in the overheads. When they realized that they wanted their bags on board; I went to get the bags off the jetway. Not realizing how heavy it was; I picked it up to put it in the overhead. I immediately felt a sharp pain in my lower right back/hip area. Their second bag wasn't nearly as heavy; so I cautiously lifted it to put it in the overhead; but again the twinge of pain went shooting through me. I stayed on the flight; but by the time I got to the hotel room I could not lay comfortably in bed without severe pain. I was trying to get the flight out on time when we had late arriving First Class passenger. In order to accommodate them and get the flight out; I took it upon myself to stow their bags rather than have them do it. Being a red-eye flight; fatigue is always a factor. I truly think carry on bags need to be weighed. Now that passengers have to pay for checked bags they shove as much as they can in carry on's. There needs to be a restriction on how much a carry on can weigh.




Synopsis: A321 Flight Attendant reports injuring her back while lifting a passenger carry on bag into the overhead compartment.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Instructor
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was cleared for landing and the PAPI lights were showing two red and two white lights; my airspeed was between 85 and 80 knots which is the usual speed to land in an SR20. When the main wheels touched the runway the plane started skipping and the front wheel disconnected partially and the propeller blade struck the runway. I was able to get the plane back in the air to come around for a safe landing since it was not possible to come to a stop on the first landing. After landing safely I received taxi instructions to the parking area.


Second narrative: A student pilot experienced a rough landing during his third solo flight that resulted in propeller and nose gear damage; but no injuries or damage to airport property.The student said that he followed a normal descent to landing at the proper airspeed. Weather was not an issue. The student had demonstrated successful landings on two prior solo flights.Though I did not witness the rough landing; the student explained that the aircraft skipped after landing which resulted in damage to the aircraft. The damage was discovered once the aircraft returned to the ramp and the engine was stopped.A discussion with the student about the event created a learning experience whereby the attributes of a successful landing were discussed. Because the student had previously demonstrated his ability to land on prior solo flights; he was able to explain the factors that lead to a successful landing and we agreed that more practice was the best corrective action.


Synopsis: A SR-20 student pilot apparently flew a normal approach but after touchdown began skidding. He executed a go-around and after the second landing discovered damage to the prop and nosewheel.
Date: 201903
Aircraft: Gulfstream IV / G350 / G450
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Potable Water Storage; control; indication
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: At approximately XA14; I walked to my desk and noticed that the Gulfstream MEL (Minimum Equipment List) box had an open item. At the time; I was working the large cabin desk. 2 hours from finishing my 12 hour shift.I asked the other two controllers if they had spoken to the flight crew and they said no. I read the MEL. 'Potable water system drains out whenever pressure is put on the system.' I looked at the MEL references which was inop the whole system. Fault Name? Potable Water System - System DrainedAnd my first thought was this aircraft is just like the Global - when there is a problem with the EIB (ELECTRONIC INTERFACE BOX) - the potable water system will dump the system. I hit the button to defer it at XA16. The next thing I did was I read the whole sentence. Potable water system drains out whenever pressure is put on the system. Water drains into the belly of the aircraft and drains out weep holes. At which time I called and emailed the flight crew at XA20 XA22 XA25. I also called the FO (First Officer) at XA29 and called the flight at XA29. I called the front desk at the FBO (Fixed Base Operator) and asked if Aircraft X had departed and they told me yes. I wanted to talk to the flight crew to understand why they feel they could MEL the water system but they had left.  I then reported this to the Manager on Duty.  I understand flight crew get fed up by being on hold to [Maintenance Control]. However this Captain has been with [the company for a while]. He should know we don't fly with water leaking from the belly of the aircraft. The only thing I wish I could have done is call Dispatch and ask them to stop them.




Synopsis: Maintenance Controller reported that the potable water system on a G450 aircraft was improperly deferred.
Date: 202011
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Communication Breakdown; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Passenger in seat X failed to comply with crew member instructions on wearing a facial covering at all times in flight; other than eating or drinking. Passenger created a disturbance around him and made fellow passengers extremely uncomfortable.  All passengers and myself were and are concerned about COVID exposure.




Synopsis: Flight Attendant reported a passenger was not compliant with face mask policy.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On reposition flight to ZZZ1; climbing through FL250; had Amber CABIN ALT CAS message followed shortly thereafter with Red CABIN ALT message. (Checked Pressurization gauges and abnormal checklist while descending). Leveled off and requested immediate descent which was approved. Rapid descent to 13;000 feet followed by return to ZZZ for maintenance on this aircraft. (Center provided priority handling; but we said it wasn't necessary).




Synopsis: CE680 Captain reported a pressurization failure resulted in an expedited descent and a diversion.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Distraction; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon gear retraction received HYD. LO PRESS 2 on the ECAM. While the Captain worked the problem [we] received second LO HYD pressure ECAM. Noticed both green hydraulic level indicators were zero. Captain took over flying duties and I completed the checklist. Emergency was declared and we returned to the departure airport for landing.


Second narrative: About 800 feet on takeoff we got a Green Pump 2 LO PR light on the ECAM and on the overhead panel. We decided to continue our takeoff duties and will handle that when duties slowed down. In the meantime the light went out on its own. About 6;000 feet the same lights came back on and remained on. So we followed the ECAM and turned off the number 2 Green Pump. Very soon the Green Pump 1 LO PR light on the ECAM came on with the associated overhead light. We turned that one off too and realized the Green System Fluid Level needle was all the way to the left indicating empty. The ECAM confirmed 0 fluid in the Green System. We contacted the company and returned to [the departure airport]. We manually lowered the gear as directed by the checklist. On final we noticed that the Green System Fluid Level had come back up to about half full on the dial on the overhead and on the ECAM. Landed normally. Since no nose wheel steering was available we got tugged back to the ramp.


Synopsis: An A300 crew reported a Green Pump 2 LO PR ECAM after takeoff which self cleared then re-alerted at about 6;000 feet when the crew also discovered the GREEN HYD system reservoir empty so the QRH was completed; an emergency declared; and flight returned to the departure airport.
Date: 201512
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B MDW
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The MDW runway condition report was 1+45 minutes old when we obtained it on our arrival into MDW. The weather was clear but the report was for wet runway with water listed as a contaminant. I queried MDW Tower during our descent and they told us the runway was dry. Having accurate and timely runway condition reports is going to be very important in the next year when the new NOTAM guidance and AC's relating to the new Runway Condition Assessment Matrix (RCAM) is published by the FAA. Please train the FAA Tower facilities on the importance of inputting current and up-to-date RCAM values into the NOTAM system so that our ACARS messages are relevant.




Synopsis: B737 Captain lamented an ATIS message that was an hour and 45 minutes old and not current during arrival to MDW. He believed that all Tower personnel will need to become familiar with the new AC's relating to the new Runway Condition Assessment Matrix (RCAM).
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Service/Access Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: During takeoff rotation on the upper ECAM we received a green message that said 'REFUELING'; which indicated to me that the fueling door on right wing had come open in some fashion. After leveling off and cleaning the airplane up and running the After Takeoff Checklist. We then received another ECAM; FLT CNTRL SLAT FAULT. From then we realized that this may have something to do with the fuel door and we would need to return to ZZZ. We slowed the aircraft down asked ATC for vectors and [Requested Priority Handling]. While receiving delay vectors we had ample amount of time to run the QRH procedure and land on longest Runway XXC in ZZZ. Once QRH was finished and we started to reconfigure; all flight controls slats and flaps worked normally. Landing was safe and normal. Canceled Emergency as we taxied into gate. Fuel Door was bent after inspection at gate.Fueler did not properly latch fuel door after refueling aircraft at gate.Further training for fuelers to understand proper door latching.




Synopsis: First Officer reported refueling panel access door was not closed by fueler; resulting in an air turnback and precautionary landing.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Syst Reservoir Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb from MDT through approximately 15;000 ft; we received 'GREEN RSVR LO LEVEL' caution message on ECAM (Electronic Centralized Aircraft Monitor). We followed the ECAM and QRH (Quick Reference Handbook) procedures. Among other items; our speed was now restricted; we would need to manually extend the landing gear; and we had lost nose wheel steering. We advised ATC of our new speed restriction and requested a lower cruising altitude. We coordinated with Operations and Maintenance Control to confirm everyone was in agreement that we could continue to ZZZ. We then received new fuel numbers from Operations because of the speed constraint. We coordinated with Operations to arrange for a tow to the gate in ZZZ; and to advise ATC coordinators of our intentions in ZZZ. Finally; [advised] ATC upon checking in with the first approach controller in ZZZ. We landed and exited uneventfully. We were towed to the gate as planned.Maintenance speculated after our arrival that we were receiving an improper ECAM message as the indicated quantity in the green system appeared normal; and there was no immediate evidence of a leak.




Synopsis: A300 First Officer reported low hydraulic fluid indication during climb. The flight continued to their destination after completing checklists.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Late departure. Aircraft loaded well prior to pilot's arrival. Received NOTOC (Notification to Captain) from Crew Chief. Clearly on NOTOC it was stated that a flammable liquid was loaded in the same compartment as lithium batteries. This is a violation of company guidelines as clearly stated on our tables. [Relief Pilot] brought it to the Crew Chief's attention when he handed over the NOTOC. This Crew Chief was not the Crew Chief that loaded the aircraft. Further inquiry revealed that the loaders were only concerned with weight and not content. I was given a NOTOC with all the correct signatures on it. This could have resulted in the loss of an aircraft. A big [thanks] to [the Relief Pilot] for being the first to notice this unsafe situation. Flight canceled as the flight attendants' crew day expired while the ground crew was relocating the flammable liquid. This event occurred because the people loading the aircraft had no idea about handling hazardous material and how to correctly load it. They had not consulted the hazardous material loading tables and were only concerned with proper weight and balance; not content.I question the training of all the people involved. From the loaders to the people who signed the NOTOC. This event slipped through so many safety safeguards it is frightening. I always read the NOTOC and thankfully [the Relief Pilot] does also.


Second narrative: Flight canceled. We were already late because of flight crew unable to commute in. After reviewing the NOTOC (Notification to Captain) paperwork the [Relief Pilot] noted a loading discrepancy. Relief Pilot started the walk around and confirmed that lithium batteries were loaded with flammable materials. By the time ground crew fixed the loading error the flight attendants went illegal.This occurred because loading agents were only concerned about the weights and not the contents. Pay attention to what you are doing. This had the potential for disaster if we got airborne. I think we need to have supervisors around at night when we have departures; not just during the day.


Synopsis: B777 flight crew reported incompatible Hazmat cargo items incorrectly loaded in same compartment in violation of company procedures.