elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Passenger
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: 7 mins after pushback at ZZZ; waiting on the ramp; engines shut down. APU on save fuel for our 20 mins ATC hold. Passenger advised FA they forgot to takeout the spare lithium battery from there valet bag. FA advised CA; Captain called dispatch and advised agreeing we are unable to take flight until the battery is removed from the cargo compartment. We pulled back into the gate found passenger's battery had her remove it. Operation continued as normal after removal.The cause of the event was that Passenger did not advise gate of battery after being asked if there are any lithium batteries in the bag (according to ZZZ manager). Reporter recommends start the [special] tag process prior to boarding and make another announcement making sure there is no batteries in there [special] tag bag. Rethink/possible rewording of battery announcement for more/better clarification.




Synopsis: Air Carrier Captain reported an uneventful flight after a ground gate return at departure to remove spare lithium battery from passenger bag in cargo compartment.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Airspace: Class A ZZZ
Aircraft component: Toilet Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aft left lavatory was leaking from the bottom of the toilet. The flight attendants turned off the water valve and it continued to leak. Then the flight attendants depleted the potable water system by turning on the other sinks and flushing the other toilets. The lavatory continued to leak and there was 2 inches of water on the aft galley floor. I was concerned the water would short out electrical systems and declared an emergency to get direct routing to [destination]. We landed without incident. I made a log book entry and the aircraft was turned over to maintenance.




Synopsis: B737 Captain reported flight attendants were concerned about a water leak in the left aft lavatory that resulted in several inches of standing water in the aft gallet. Flight declared an emergency to get direct routing.
Date: 202001
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Landed on Runway 24R at LAX. As we were exiting left on taxiway AA ATC instructed us to cross Runway 24L. As we were proceeding onto AA suddenly the red runway status lights lit up. We were able to stop in time and then saw an aircraft taking off on Runway 24L fly right over us. Subsequently ATC cleared us to cross Runway 24L once again and taxied to gate uneventfully.




Synopsis: Heavy Transport aircraft Captain reported ATC clearance error resulted in a runway conflict.
Date: 201705
Local time of day: 0601-1200
Location: BUR.Airport, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C BUR
ATC / advisory: Tower BUR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The SID had a 250 knot restriction which neither of us caught when briefing the departure (I read the points from CDU); FO verified on SID plate. Passing 12;000 ft; I gradually increased speed to 280. We began discussing the drone I had sighted immediately after getting airborne (drone was 1/4 mile away at approximately 800 ft AGL). During climbout; we reported it to ATC Departure; which is why I delayed the speed increase at 10;000 ft. We were given a step climb at which time I heard ATC say; 'normal speed.' ATC was stepping us up under another aircraft. ATC began asking the other aircraft about its speed. I suspected a problem and began slowing the aircraft and asked FO about 'normal speed' and he told me it was 'expect normal speed.' It was then I realized I had missed the speed restriction and part of the radio transmission. FO realized at same time. Shortly thereafter; ATC queried us about our speed which was slowing through 270 and we responded with current speed and that we were slowing. We maintained 250 for several minutes which allowed other aircraft to open up to a 12 mile separation lead at higher altitude.


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


Synopsis: Air carrier flight crew reported neglect to note the 250 knot speed restriction on the SID and accelerated to 280 knots without being cleared to do so. Reporters cited being distracted by a drone while on climbout as contributing factor.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Lost directional control after landing and ground looped. Minor damage to right wing and elevator upon visual inspection. No injury; VMC; winds calm.




Synopsis: C-170 pilot lost control and ground looped his aircraft during landing resulting in minor wing and elevator damage.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Established on ILS Runway XXL at approximately 1600 ft. AGL a TCAS RA was received resulting in close proximity to several orange canyon tour helicopters. After clear of conflict a missed approach was executed. There were no traffic calls from ATC; we were on an instrument approach at the FAF and got three traffic contacts below our nose not in sight and slightly to the right; flying about 150 degrees opposite our flight path in approximately a one mile trail column formation. If not for TCAS we may have had a midair; on final approach; on an instrument approach! It took at least three calls to Tower to establish that we were missed approach [and] responding to RA. Our perception was that he was busy directing [another] aircraft to clear the runway. Then Tower stated that the RA was ok because the helicopters were on a published route. I TOLD HIM I WAS WAS ON A PUBLISHED INSTRUMENT APPROACH! And if it was ok why did I get an RA? He responded switch approach frequency. Unbelievably unsafe situation.




Synopsis: B737 Captain reported an NMAC with a flight of 3 helicopters on approach.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach; Cruise
Airspace: Class A ZZZ; Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the initial descent; the #2 was non-responsive.  The engine continued to operate at cruise power despite numerous attempts to adjust it both with and without autothrottles.  It was difficult to plan and meet altitude restrictions in the descent despite using full boards. Because there appeared to be no imminent danger of exceeding any engine tolerances; the engine was kept running and all maneuvering was done with the #1 throttle at idle and controlling the speed with drag devices.  We got vectors for a 20-mile final and determined that it was not possible to control the speed on the approach with the engine stuck at cruise power.  We declared an emergency; shut down the #2 engine and landed uneventfully.  I cleared the runway and had fire/rescue inspect the engine.  No apparent damage was found.  We were then towed to the gate.


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


Synopsis: An A300 number two engine thrust was not adjustable and maintained cruise power with autothrottles ON or OFF. Because speed control became difficult during the approach; the engine was shutdown; an emergency declared and a normal landing followed.
Date: 201906
Local time of day: 0601-1200
Location: BJC.Tower, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R44
Operator: Other Flight School
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D BJC
ATC / advisory: Tower BJC
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Other Flight School
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Pilot Flying
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport; Aircraft
Primary problem: Aircraft

Narrative: Near miss. We were in a helicopter cleared to land on a practice ILS approach. A Piper cut in front of helicopter 0.5 miles off of the arrival end. Instructor came on controls to perform evasive action. The helicopter proceeded to ask Tower about the aircraft. Tower informed us the other aircraft did not have a transponder and was not making radio calls. After shut-down; the helicopter pilots talked to the Piper pilot to find out cause. It was determined that the Piper had an electrical failure. The Piper pilot squawked 7600; but Tower did not give him light gun signals. He made his own judgement call to land without clearance. It is unclear if he had the helicopter in sight.


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


Synopsis: A helicopter Student and Instructor reported a NMAC when they were overtaken on short final by a NORDO aircraft.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Indicating and Warning - Oxygen Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: While preflighting my O2 mask I noticed the pressure gauge reading slightly over 2000 psi. The mask checked normal after the 5 second check. I was curious about the gauge reading over 2000 psi. I thought that if we have so much pressure it wouldn't hurt to do a prolonged check to try to get the pressure to read normal. After about a minute the O2 stopped flowing from the mask while the overhead pressure still indicated slightly over 2000 psi. Obviously an empty O2 tank and bad gauge. Maintenance confirmed the O2 bottle was empty and replaced it. Maintenance said the previous installation of the O2 bottle damaged the sensors for the O2 pressure gauge. I'm sure you see the seriousness of this and like me wonder how many other airplanes are showing abnormally high O2 pressure with actually very very little O2.




Synopsis: A 737-800 pilot performed an extended crew oxygen system test due to a high pressure indication; only to discover that the oxygen bottle was near empty.
Date: 201810
Local time of day: 1801-2400
Location: HHR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D HHR
ATC / advisory: Tower HHR
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Confusion; Fatigue; Situational Awareness; Training / Qualification
Anomaly: 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; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the end of the long cross-country training flight for the instrument rating; I had planned the VOR approach to HHR. SoCal Approach however cleared me for the visual approach. I took off the sight-limiting device and turned inbound. Approach asked if we had the airport in sight. This is where the problems started. While I had previously flown into HHR a few times at night; [I] wouldn't call myself overly familiar; my instructor had even less experience with this airport and its visual sight picture at night. HHR can be hard to make out in the sea of light that is Los Angeles. However; there is a kink in a freeway that runs next to it; which helps to visually acquire the field. On the night in question however; ATC had vectored me much further east than I would normally fly visually and I mistook another similar looking kink in the freeway for the one is was looking for.Although not 100% sure I actually 'had' the airport; I started a descent. At about 500 feet this [elicited] a 'low altitude' warning from the Approach Controller who then handed me off to Tower. Incredibly; the same situation happened again; this time with a 'low altitude' warning from Tower until I finally got sight of the airport. Having climbed back to pattern altitude; I was too high for a stabilized approach at this point and elected to go around and land. The subsequent landing was uneventful.I think the problem was caused by a combination of factors. One was a certainly fatigue after having flown several hours 'under the hood'. Second was the unexpected visual approach clearance and the transitioning from flight on instruments to visual flight. Third was the false sense of familiarity (the freeway 'kink') that led me to think I knew where I was. Lesson learned: even on a visual approach; keep flying the instruments. The disorienting moment came after taking off the 'hood' and it went downhill (quite literally) from there. I certainly learned about flying from that.




Synopsis: C210 pilot reported receiving a low altitude alert on approach to HHR on a night visual approach.
Date: 201605
Local time of day: 1801-2400
Location: BED.Airport, MA
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D BED
ATC / advisory: Tower BED
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Low time instrument pilot descended below minimum altitude for approach segment; also off course during approach.The approach started with numerous vectors for traffic which put me on a long; well-stabilized approach starting at 3000 feet well outside the FAF. Once established; ATC requested max forward speed; and since things were going pretty well; I offered 130 knots; which was the first serious error. Normally I use 90 knots and have never used anything above 120 on an instrument approach. Concerned that I would be high I managed to build up quite a vertical and forward speed; which helped lead to confusion about position relative to the FAF; JOPVU. Thinking I was just past JOPVU when in fact I was just short; less than 2 miles; of JOPVU I descended to 900 feet MSL; just above the minimum published once past JOPVU of 880 feet. The tower controller issued an altitude alert and I climbed back to 1000 feet; belatedly realizing my error; just crossing JOPVU. Once past JOPVU and for unknown reasons; the controller continued issuing altitude alerts (maybe because he thought I was flying some other approach?) which was a distraction and contributed to task saturation and a brief lateral deviation right of course which ought to have initiated going missed; but did not; which the controller also alerted upon. The remainder of the approach was unremarkable.Human Factors: Overconfidence; social pressure (to help out ATC; lots of traffic); task saturation; low actual instrument time. Failure to initiate missed. Prioritizing execution.




Synopsis: C206 pilot reported he was alerted by ATC that he was descending below charted altitude on an IFR approach to BED.
Date: 202003
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Gate Agent / CSR
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: Every computer keyboard at every gate I have worked in Terminal X is filthy. What happened to being deep cleaned; as the government has recommended. We cannot clean between the keys; we only have wipes. Sprays and wipes are not enough; air cans will not work. We are touching them constantly; they need to be cleaned for employee safety.




Synopsis: Gate Agent reported computers at this company's terminal need a deep cleaning for employee safety. The only cleaning items currently available are wipes.