elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 0601-1200
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Dawn
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Takeoff / Launch
ATC / advisory: Tower SNA
Aircraft component: Aero Charts
Component problem: Design
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure; Company Policy
Primary problem: Chart Or Publication

Narrative: I called for clearance before departure; at roughly the same time the lineman informed us that our passenger had arrived. Clearance Delivery issued the clearance; and asked 'can you depart before top of the hour?' The way the question was stated caused me to believe there was going to be some restriction if we could not depart prior to the top of the hour. I replied that our passenger had already arrived; so we probably could. Approximately ten minutes later; I called Ground Control for taxi. He issued taxi instructions; and then asked 'can you depart before the hour?' Again; the way it was phrased led me to believe we needed to be airborne prior to the top of the hour. I replied we could. As we were approaching 19R; the Tower Controller again asked us 'can you depart before top of the hour?' I stated we could; but asked why each Controller had asked us that. He replied; 'For curfew and noise abatement; cleared for takeoff 19R.' We briefly discussed that we would need to perform a noise abatement takeoff; and proceeded to do so.In flight; I kept wondering why ATC would keep asking if we could takeoff prior to the hour. I looked at the Jepp charts for a clue; but there was no information regarding noise abatement or curfew on the Jepp plates for the airport that I could see. My partner then pulled up the feasibility notes in the company PED flight brief; which had a note about the airport's curfew. Aside from the three 'can you depart before the hour' queries; ATC made no note of the curfew.The only reference to the curfew should not be buried in notes. It is too easy to miss there. The Jeppesen charts should reference the curfew and noise abatement more clearly; similar to the notes on the SMO airport diagram. Additionally; The iPhone brief has the ability to place a caution marker; similar to the one on our current brief. In short; some indication of the curfew anywhere other than buried in the feasibility notes. Additionally; after the three queries from ATC we should have asked for further clarification. I am curious why were we cleared for takeoff before its expiration?




Synopsis: A pilot questioned why the SNA commercial airport chart does not contain a reference to the curfew and then why SNA Tower cleared them for takeoff prior to the curfew expiration.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after passing ZZZ the EICAS message 'HYD QTY LOW R' came on and we checked the hydraulic quantity and the right hydraulic quantity was '0'. Just as we were checking the quantity the EICAS message 'HYD PRESS PRI R' came on. We ran and completed the QRH checklist for both EICAS messages. At approximately 100-150 miles east of ZZZ we declared an emergency with ATC and requested a turn back direct to [our departure airport]. We dumped approximately 50;000 LBS of fuel starting approximately 100 miles east of ZZZ at FL320 starting at approximately XA20Z. We executed an overweight landing at [our departure airport] at approximately 519;000 LBS with a sink rate of approximately 100 FPM and the landing was normal.




Synopsis: A B777-200 flight crew declared an emergency and returned to their departure airport after suffering the loss of fluid and pressure to the right hydraulic system.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification
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 Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I went up for practice tail wheel landings. After the first landing; the aircraft veered to the right. I corrected with left rudder and the aircraft eventually sharply turned left. After a few back and forth oscillations; the aircraft performed a ground loop to the left. With the right wingtip scraping the ground. There was minor damage to the right wingtip. In retrospect; this was a classic ground loop and the bane of all tail wheel pilots. It is likely that my control inputs did were not timely and most likely weren't effective initially due to the low airspeed of the plane at that point; and the subsequent lack of airflow over the rudder. In the future; it will be best to add power at the first instance of oscillation in order to maintain positive aircraft control.




Synopsis: A PA-18 pilot ground looped his aircraft and scraped a wing. The pilot admitted that his control inputs were not timely and conducted when the aircraft's airspeed was too low for airflow.
Date: 202005
Local time of day: 0601-1200
Location: M98.TRACON, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON M98
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While descending into ZZZ for the visual to Runway X on a clear day; we were given a descent to 3;000 ft. As we were approaching 4;500 ft.; we were given a traffic alert by ATC that there was an aircraft 500 ft. below us and that we could level off in needed. I was Pilot Flying and immediately disconnected the auto pilot and reduce our descent rate. At that point; we were approximately 500 ft. from the aircraft. We then got the TCAS RA to monitor vertical speed and the VSI showed us to maintain altitude. I did this; and we acquired the aircraft visually. No further issues happened after we passed the aircraft and I would estimate that we were never less than 400 ft. from the aircraft.Aircraft appeared to be in the class B airspace or was not talking to the approach control facility.




Synopsis: Captain reported a TA and RA caused him to disconnect the autopilot and take evasive action to avoid a NMAC.
Date: 201602
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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: All FAs showed signs of toxic fumes exposure. Had dizziness; light headedness; headaches; blurred vision; nausea; extreme unwarranted fatigue; dilated pupils; rapid heart rate; anxiety and fogginess. When we reported our symptoms to the Captain and the cockpit on the second leg of our first day; they said dismissively that 'they had no procedures for that and didn't want to set off any alarms in the company.' The number 3 had still not recovered by the third day of our sequence.


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


Synopsis: B737 flight attendants experienced symptoms of toxic fume exposure.
Date: 201409
Local time of day: 1201-1800
Location: CNO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: Tower CNO; UNICOM F70
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After departing CNO and climbing to around 2500 ft and being given a frequency change I input both the atis and the unicom for f70 then a few minutes later while listening for the atis I observed a small unknown airplane flying about 600 to 700 feet next to me at my 3 o-clock. I also observed that the airplane was getting closer while going the same basic direction. I tried contacting it on the unicom and also by rocking my wings; however it just kept getting closer. I then took evasive action both pulling up and climbing while moving north east to my 9 o-clock to keep away then after a few minutes the unknown plane made a sharp turn down and back towards the south west at that time I also turned south and down back on my vor course to f70.




Synopsis: C177 pilot described a NMAC after takeoff from CNO.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Other / Unknown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Climbing out to FL340; aircraft stopped climbing at FL327; Mach .740 decreased to Mach .730. We requested descent to FL320. Aircraft began descent in IAS/MACH to FL325 before clearance received. ATC comment was that we were already descending to FL320; and then he gave us the clearance. We told ATC it was due to icing and aircraft performance. Performance charts indicated that a climb to FL340 with anti-ice on was OK. Light rime ice on windshield wiper nut and light turbulence.


Second narrative: [Narrative #2 contained no additional information]


Synopsis: An MD82 climbing to FL340 with anti-ice began an uncommanded descent at FL327 because of poor aircraft performance and so requested a descent to FL320.
Date: 201403
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During the initial take-off roll; the engines spooled up asymmetrically resulting in significant deviation from centerline with full rudder deflection. The power was retarded to idle and we taxied clear of the runway. The speed at the time that we discontinued the take-off was less than 25 knots. After clearing the runway; we determined that what had happened was a result of not allowing the engines to spool up evenly to 1.10 EPR prior to selecting takeoff thrust. The subsequent take-off was normal. Failure to follow the Flight Manual procedure for take-off.




Synopsis: B757 Captain reports rejecting a takeoff when thrust does not increase evenly after auto thrust is selected resulting in loss of directional control.
Date: 201704
Local time of day: 1201-1800
Location: MHTG.ARTCC, 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: Climb
ATC / advisory: Center MHTG
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO performing climbout. Passing about 12;000; the Engine 1 Overheat caution illuminated. He kept flying; I ran the QRH. Pulled engine to idle. 3 minutes later; the overheat light went out. We stopped the climb at 15;000. Over a period of 5 minutes; we gradually pushed engine 1 up to the thrust limit caret. No overheat recurred. We continued the climb to 32000 while trying to gain voice contact with dispatch. The ACARS typing and comm delay exacerbated the situation. The flight plan had us flying for 2 hours over the Gulf of Mexico. The engine had just had an overheat. I wanted a flight plan which kept us closer to a suitable airfield than the middle of the Gulf. No worthwhile communications (even trying commercial radio). Discussing with the FO; he concurred with a divert to a maintenance location to have the engine looked at; before potentially putting passengers and aircraft in a poor situation. It was 10 minutes after I started the divert before I saw a flight plan which would have kept us near suitable airports.The lack of VHF repeaters in Central America added to the complexity of the situation. HF radios did not ever get through; either. The divert went quickly and we safely landed the aircraft. The engine; after following the checklist; was not restricted from any portion of the envelope. We did not have a degraded engine; as far as throttle position was concerned. However; since the overheat system did not register a fault; but it HAD registered an overheat; prompted my decision to land and have it looked at by maintenance; rather than proceed for 2 1/2 hours after an overheat.


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


Synopsis: B737 flight crew reported an engine overheat during climb. After running QRH procedures; the crew elected to divert for a maintenance inspection.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During takeoff roll above 70 knots; we had an ACM overheat. Takeoff was continued as briefed in safety briefing. ACM overheat with Master Caution and Emer Press activated during takeoff roll was identified and canceled. We declared an emergency with Tower remained in pattern with no issues. Due to high aircraft density airport; extreme heat entering cockpit and excessive chatter on radio we landed with priority. Short segment checklist was completed in pattern per SOP. Upon landing; abnormal checklist was completed and we returned to [FBO]. Passengers were briefed in pattern and a full briefing was given to them on the ground of our operational procedures. Assistant Chief Pilot and Maintenance were called and recovery Aircraft was within 30 minutes.There was extreme heat in ZZZ this day; temperature on the ground was 105F. APU had run for 45 minutes and cabin and cockpit was cool. I don't see a way I could have avoided the ACM overheat. I followed our procedures to the best of my ability and got aircraft on the ground safely.


Second narrative: Almost immediately after rotation; the cabin pressurization spiked and the Emergency Bleed Air kicked in; causing a significant increase in ambient cockpit noise levels; an immediate increase in cabin temperature; and a very strong and somewhat pungent 'hot' odor. I began reviewing the Emer/Abnormal Checklist for the associated annunciators as well; but flight time was so compressed that we postponed completion of them until we were on the ground. At some point; the Emer Press and ACM Overheat lights extinguished; but I do not recall when.  However; I believe they were out by the time we landed and exited the runway as I remember telling ATC our situation had 'stabilized' just prior to landing.


Synopsis: CE-560SL flight crew reported ACM overheat on takeoff on a very warm day.  They ran the procedure; declared an emergency; and returned to departure airport.
Date: 201712
Local time of day: 1801-2400
Location: LAX.Airport, CA
Light: Night
Aircraft: B737-800
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: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Flying the IRNMN approach into LAX. Was put behind a B777. Told ATC distance was insufficient as we started to feel effects of wake turbulence. Told them we were slowing to 190 from the assigned 210. Three weeks ago encountered severe wake turbulence from B747 that turned us to a 45 degree right bank that was completely uncontrollable for 5 seconds. Swore I would never allow that to happen again.LAX is an anomaly in that the air is like a blender. Constantly disturbed. Along with that; ATC is putting us behind heavy and the distance is inadequate to avoid the effects and hazards to the safety of passengers and crew. There must be greater separation between heavies and smaller aircraft to mitigate the effects of wake turbulence and the potential hazards that it presents.

Callback: Reporter stated he was the Captain on this flight. He recommended considering different arrival routes for different aircraft wake classifications.



Synopsis: B737 Captain reported encountering wake turbulence on arrival into LAX in trail of a B777. He recommended that separation between light and heavy aircraft inbound to LAX be increased.
Date: 202103
Local time of day: 0001-0600
Location: ROA.Airport, VA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ROA
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: Landing 24 at night. Coming in over mountains in VMC. We knew we were fine however we got a terrain alert so we cleaned the aircraft up and went around and came back around landed on 34.Cleaned up and did a go around and decided to land on 34.At night when landing on 24 you need to go out further for the approach on 24 to avoid getting a terrain alert.




Synopsis: Air carrier First Officer reported terrain alert on approach resulting in a go-around.