elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 0601-1200
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZAU
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL380 we experienced a complete Hydraulic B quantity loss. Looking at Hydraulic Quantity we noticed 0% displayed and the ENG driven B Hyd pump 'Low Press' light was on.  The Captain took the controls and radios as I started the QRH. We declared an emergency and were immediately given direct ORD. We carefully went through each item lost from the B system and checked the runway distance. We asked and quickly received any runway we wanted at ORD. Weather was day VFR; winds 320/7. Once we reached the approach part of the QRH; I took over ATC communications and the Captain talked with the flight attendants and made a PA to the passengers. I also wrote a quick message to Dispatch via ACARS....'Loss of B Hyd sys. Divert to ORD' or words to that effect. Time didn't allow for further communication. Once we checked in with Approach I told ATC again that we had a flight control problem and that an 8NM final would work; knowing that lowering the flaps would take some time. We also asked to have the emergency equipment standing by. We were given Runway 28 which was the longest runway in use. On downwind we continued with the QRH and started lowering the flaps electrically. The whole process went much like the simulator training for this scenario. I also asked ATC for alternate missed approach instructions of straight out to 3;000 feet in consideration of the process it would take to raise the flaps. The overweight Flaps 15 approach and landing was flown by the Captain to touchdown.  We then taxied to the gate with emergency equipment in tow.




Synopsis: After suffering a complete Hydraulic B system failure; the flight crew of a B737NG declared an emergency and diverted to a nearby airport where they conducted an uneventful overweight landing.
Date: 201307
Local time of day: 0001-0600
Location: FAY.Airport, NC
Flight conditions: VMC
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground FAY
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Issue with NOTAM's; Takeoff Landing Data; and Airport Diagram. ACARS conditions were set to request takeoff data for [Runway] 04 and [Runway] 04/[Intersection] A in order to give us the flexibility to depart either full length or from an intersection. Takeoff data message was received; reviewed; and speeds/configuration were set. FAY issued taxi instructions to taxi to [Runway] 4 via K hold short of A. We were then issued further instructions to follow another aircraft to [Runway] 4. I was expecting to depart from [Runway] 04/[Intersection] A and not back taxi full length. I then became aware that the FAY Airport Diagram page was incorrect and did not show that Taxiway A went to full length and the indicated A Intersection was renamed K. I followed the other aircraft to [Runway] 4; full length via A; reset data for full length and departed with no issue. The problem is three fold: 1) The FAY Airport Diagram does not correctly reflect the new and renamed taxiways. 2) There are no NOTAMs reflecting these changes either on ATIS or in the weather package. 3) The ACARS runways on the takeoff and landing data report are incorrect. Full length does not require a back taxi; 04/A is actually full length; and 04/K (the old A) does not exist. While it was not a performance issue for us; it could be. Additionally why has FAY Tower not issued NOTAMs reflecting these changes; Jeppesen has not changed the Airport Diagram; and there are no Chart Change notices? If these changes had been made; Aerodata would have the correct information and FCC could make the necessary changes.

Callback: The Reporter stated that Runway 4/22 and Taxiway A have been extended. Taxiway K now extends to the runway and Taxiway A intersects the Runway 4 end which is available for full length takeoffs at that point. The problem now is performance data does not reference K Intersection takeoffs which constrains aircraft to use the full length which is not accurate because runway length is still listed as 7;709 FT.



Synopsis: An air carrier pilot noted the FAY Airport runway and taxiway configuration have changed so that Taxiway A extends the full length of the lengthened Runway 4 but his chart and NOTAMs do not reflect the change.
Date: 201910
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: Taxi; In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Fumes were detected on two separate flights at the same phase of taxi/takeoff on the same aircraft. During taxi prior to take off; a strong putrid smell of rotten eggs or rotten dairy was permeating in the first class galley. It happened two times (that I am aware of) FA1 (Flight Attendant) and FA3 detected the foul odor. This happened at the same phase of taxi/flight on [flight out and flight back]. I do not remember the smell at any other time; as I do not have a good sense of smell. After finishing the safety checks; I did have a minor nosebleed on the [flight out] segment. I do know that I am not feeling well; and abnormally tired/achy; as I write this. Proper maintenance [required].




Synopsis: B737-800 Flight Attendant reported noxious cabin odor during two similar flight segments.
Date: 201601
Flight conditions: VMC
Light: Night
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other post flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I flew a Part 91 ferry flight with the fuel cap off. After reviewing the logbook; I received a flight release and went out to preflight the aircraft. I did a final walk around and climbed into the cockpit. I checked the fuel and decided that I needed a few more gallons in order to land with the required amount to be mission ready. The aircraft was parked next to the fuel truck so I went in to ask about having the aircraft moved; but the pilot offered to drive the truck over and fuel the aircraft. I went back out and removed the fuel cap and placed it in the step with the key inserted. Once the truck was pulled up I received a phone call from the [manager] and the other pilot continued to fuel me. When he was done I thanked him; he got in the truck and repositioned it. At this point it was dark and I had just done a preflight and a final walk around in the last 10 minutes and now I was doing another final walk around. My thought was; I know that the aircraft is good but; I'm going to go through the motions. Unfortunately; I should have been thinking what has changed since I did my last walk around. On my final walk around; when I got around to the left side of the aircraft instead of doing my normal 22 point check of all handles and latches I just checked the engine and transmission latches and climbed in. Upon arrival I did a post flight and found the cap with the key installed in the step hole. I notified my Lead pilot and my [manager].In the future I will incorporate the fuel cap in my new 23 point walk around inspection and I will also always think about what has been touched or changed since I last looked at the aircraft and pay closer attention to those things.




Synopsis: EC-130 pilot reported departing with the fuel cap off.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Fog; 2
Light: Night
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Prior to departing; I obtained a weather briefing for my IFR route to ZZZ; ZZZ TAF indicated BKN 040 at our ETA. I picked up my IFR clearance and proceeded to ZZZ; 'cleared as filed.' Northwest of ZZZ (about 20-30 NM); I obtained the ATIS at ZZZ; reported BKN at 005. ZZZ TRACON advised me that the Tower would be closing and transfer to ARTCC Jacksonville would then occur. ZZZ TRACON vectored me to the ILS 36 and cleared me to land; but due to weather I was required to execute a missed approach. ZZZ TRACON vectored me to a heading of southwest and stated the fog/clouds were rolling in quickly. I asked if any of the airports southwest of ZZZ were clear and was advised that everything along the coast was socked in from rapidly moving ocean fog. I asked for a second attempt for the ILS 36; but this also required executing a missed approach. I was provided climbout instructions and was transferred to ARTCC Jacksonville. ARTCC Jacksonville stated they could not see me on radar. Based on weather reports and my observations; I decided to head to ZZZ1. I advised ARTCC Jacksonville I was heading to ZZZ1. Again; I was advised that ARTCC Jacksonville could not see me on radar. From my southeast entry; I opted for a straight in on runway 32; MVFR. On my first approach; I was required to execute a go-around and re-established pattern. On the second approach; I landed. I experienced a ground loop with resulting prop strike. No injuries or substantial damages occurred and I taxied the plane to my hangar. I contacted ARTCC Jacksonville via telephone and reached the duty desk. I requested that my IFR flight plan be closed; and it was so noted.




Synopsis: RV6 pilot reported landing in marginal weather resulted in a ground loop with a prop strike.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Air Traffic Control Provided Assistance; 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: On taxi out; Flight Attendant 1 notified we had passenger drop battery/charger and it started smoking. They had secured unit in fire containment bag and no damage or threat to aircraft. We wanted this off our aircraft so told Tower need to return to our gate. Told Tower reason and asked for AARF (Airport Rescue Firefighting) to meet aircraft at gate. Did not declare emergency as unit was fully contained. Unit was removed by AARF personnel for their inspection. Job well done but should we have declared emergency?




Synopsis: Captain reported an uneventful ground gate return due to a passenger's personal smoking battery/charger.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: [The company] needs to find a better spray for disinfecting that is not nauseous. Or aerosol. Maybe they use too much of it causing irritation. We opened L2 and R2 without pilot approval for our safety.Stop using this spray or use sparingly.




Synopsis: Flight Attendant reported the disinfecting spray is making individuals nauseous.
Date: 202103
Local time of day: 1201-1800
Location: L30.TRACON, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airspace Structure; Company Policy; Procedure
Primary problem: Procedure

Narrative: Metroplex!  They built a new departure and arrival procedure that doesn't allow for flyby procedure. Aircraft X on the new JOHKR [SID] procedure was told they are laterally separated.  Aircraft Y on the new RNDRZ STAR.  The problem is Aircraft X did a fly by which is completely allowed. There was a loss of three miles because if the aircraft does the flyby you don't have enough mileage. You need to either move the JOHKR or RNDRZ one mile because there is not enough space to allow for the flyby.  Also you need new people overseeing these issues. The people overseeing this are super offended if anything is brought up.  Minor tweeks need to be done!  We have other issues that are being turned down because of this.




Synopsis: A TRACON Controller reported new RNAV SID and STAR procedures at their facility do not provide procedural separation between arrivals and departures.
Date: 201809
Local time of day: 0601-1200
Location: DET.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D DET
ATC / advisory: Tower DET
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing the aircraft took a hard and high bounce. The decision to reject the landing was made. The aircraft took a hard right turn and went through the grass. We retracted the flaps and performed a go-around with no further incidents.After landing and inspection of the aircraft we discovered the right wheel fairing broke off during the landing and reported it to the Tower for a runway inspection.




Synopsis: Grumman AA-5 pilot reported a loss of control and runway excursion.
Date: 201404
Local time of day: 0601-1200
Location: LAS.Airport, NV
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: We entered the STAAV 5 departure from Runway 25R in the FMC. When our clearance was received from ATC we noticed a revised departure; the TRALR 5 RNAV for Runway 01R was issued; it also came with a 'CLIMB VIA SID' notation. We changed the procedure in the FMC and briefed the new departure. During the briefing; we couldn't seem to find a top of climb limit. We discussed it between the two of us and then the First Officer called Clearance to verify the top of climb limit. The reply to his inquire was a curt; 'as per published on the SID'. We reviewed the chart again and the only limit we noticed was the 'at or above 13;000 FT' at RIOOS. So we briefed that as our limit and decided to question LAS Departure after takeoff. We then taxied out to Runway 01R and were cleared for takeoff. After takeoff as the pilot not flying; I checked in with Departure Control stating; 'Callsign; climbing via the TRALR 5 RNAV departure........out of 1;500 FT for 13;000 FT. The Controller came back with the 'SID limit is FL190; clear to climb via the SID to FL190' I then asked him if he had time for a question. I explained that these climb via clearances were new to me and I could not find the limit of FL190 was on the departure plate. He first said it was on page two…(we don't have a page two) and then another pilot spoke up saying that it was at the very bottom of the plate in small print. He acknowledged that he found it hard to find his first time too. Both the First Officer and I took another look at the plate and found the FL190 limit at the very bottom in small print. The TRALR 5 RNAV departure has a very busy departure depiction on the plate. There are multiple instructions of different runways and climb routes. The flight level limit of FL190 is in small print at the very bottom. It appears that not only I and my First Officer; but others are also having trouble reading this plate. I would suggest that on the next revision to this TRALR 5 RNAV departure that the climb limit of FL190 be placed in a larger; bolder font so it's easily identified.




Synopsis: Air Carrier Captain reported being unable to find the climb limit on the TRALR 5 RNAV departure from LAS. ATC is queried and described the location on the government chart which is not helpful; and then another pilot chimes in with the location at the very bottom of the Commercial chart.
Date: 201909
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Climbing out of SJC at 7;900 [feet]; we had a near miss with a drone. It passed off the left hand side of the aircraft at extremely close proximity. The flashing red light caught my attention and I saw it as we flew by. ATC was unaware of drone location.




Synopsis: ERJ-175 Pilot Flying reported a NMAC on the departure routing.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: In cruise at FL 220 at approx. XA35;  both generators failed; immediately followed by a right bleed air warming light. Secured right bleed light per checklists. Right bleed warning light extinguished and elected to leave bleed secured. Then attempted reset of both generators and managed a reset of the left generator with normal load; frequency and volts. Shortly thereafter requested a divert to  nearest suitable airfield which was ZZZ. Made a normal approach and landing and taxied to maintenance hangar. No other issues to report.Warning and caution lights illuminated.




Synopsis: Captain reported a dual generator failure and a right engine bleed air valve failure in cruise. Captain secured the right bleed air valve and was able to reset one generator; subsequently electing to divert to the nearest suitable airport.