elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Weather elements / visibility: Windshear
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: At FL360 approximately 80 miles east of COS we began to experience light mountain wave activity. We observed crossing traffic at FL370 at our 12 o'clock position starting to descend on our TCAS. At approximately five miles we got a 'Monitor Vertical Speed' aural warning immediately followed by a RA to 'descend.' As the Captain responded to the RA and initiated a descent; we observed conflicting traffic pass off to our left a couple miles showing +600 feet above us. He was later heard saying he needed lower because he could not hold altitude due to wave activity. Around that time we hit the mountain wave and experienced severe turbulence lasting approx 2-3 minutes. The turbulence caused a few serious roll movements and yaw. Despite still recovering from the RA and trying to hold altitude; we climbed approximately 700 feet in a nose low attitude while in the wave. ATC was told of the deviation during the event. We leveled back at 360 and advised ATC of our RA. Company Dispatch was notified and the aircraft was written up for a severe turbulence encounter.


Second narrative: The aircraft very suddenly encountered severe turbulence. I made a PA and instructed the flight attendants to take their seats. I called the flight attendants and was informed that one in the aft had been thrown to the floor and was hurt. He was in his seat and was told to stay there until the event was over and I could get one of the other flight attendants to him. The Flight Attendant was assessed by the others and we agreed to keep him seated for the duration of the flight and then have EMS meet the airplane on our arrival. On arrival we deplaned and then I escorted the EMS personnel to the rear of the airplane to see the [injured] Flight Attendant. We had EMS evaluate him and then transported [him] to a local hospital for tests and x-rays and a better evaluation.


Synopsis: A B737-800 flight encountered severe turbulence and mountain wave at FL360 and suffered a loss of separation with an aircraft above unable to maintain altitude.  One flight attendant was injured in the two to three minute exposure to the turbulence.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After aircraft pushback; someone from the ground crew loaded a bag in the forward cargo compartment with both engines running. There was no communication with the flight deck to announce their intentions. We would have shut down the number 2 engine so the bag could be safely loaded. This all occurred prior to receiving 'the salute'.


Second narrative: We were given clearance to start both engines during pushback. We were told to set brakes. Engine #2 started first. Sometime during starting of engine #1- someone on ramp decided to load a bag into forward cargo compartment without our knowledge with engine running. I did not have time to process what was happening before the cargo door was closed. I questioned ramp to what is going on. I was told that a new guy loaded the bag without checking with anyone. I immediately called [Airport Code] operations and advised what happen. I still cannot believe this happened. Someone could have been killed.


Synopsis: B737 flight crew reported that a Ramp Agent loaded a bag into the forward cargo compartment while the aircraft's engines were running.
Date: 201408
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Pilot Not Flying; First Officer
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Became Reoriented
Contributing factors: Human Factors; Manuals; Aircraft
Primary problem: Aircraft

Narrative: During the previous recurrent training session; we were introduced to the new immediate action item procedure for the bleed duct warning. We were told that the procedure must be done in less than 30 seconds and that speed was important. During the actual incident; I recalled the need for fast response and that might have caused me to not completely understand step Xa in the checklist. I also believe steps Xa and Xb are written in a completely confusing fashion. All the other checklist items are in a simple 'This button...push/this knob...turn' format that leaves little room for misunderstanding. A pilot under considerable stress is following a series of steps; then gets to two conditional statements written in long form with a 'Not' phrase in it. Then all the steps after are back to the simple 'do this' process. I did this; did that; did the other; and then stumbled on the 'not' phrases; then went back to doing this and that. This I believe is unacceptable. This is how it unfolded; at about FL250; we received the R BLEED DUCT warning message. The Captain took control of the radios while I started the checklists. We completed the immediate action item checklist and I began the QRH procedure. The ECS synoptic page noted that both bleed valves had automatically closed and we were losing cabin pressure. I referred to the 'Both L and R engine bleed valves are closed' portion of the checklist and started the procedure. We initiated a descent to 10;000 and completed steps 1-6 of the checklist. Step X of the checklist is the unpressurized flight procedure. In the stress of the situation; I misinterpreted step Xa of the checklist and continued. At about 18;000 I activated the EMER DEPRESS switch which caused a loss of cabin pressure and caused the masks to drop. Replace step Xa with ALTITUDE...BELOW 10;000 (Or lowest safe altitude) And Xb with AIRSPEED...200 KIAS OR FASTER. Simple; concise; and less open to mistakes.




Synopsis: CRJ-700 First Officer admits making a mistake attempting to accomplish a QRH procedure for an R BLEED DUCT warning message. Passing FL180 the EMER DEPRESS switch is activated causing a complete loss of cabin pressurization. Rewording the checklist to avoid confusion is suggested.
Date: 201404
Location: MOT.TRACON, ND
Weather elements / visibility: Fog; Snow
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E MOT
ATC / advisory: TRACON MOT
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While descent into West Hope; North Dakota I requested a cruise clearance as no instrument approach procedure exists and I was unable to descend below the clouds at my current altitude. It was my understanding that a cruise clearance would let a pilot determine his own minimum IFR altitude; therefore allowing descent below the MVA. I was in contact with Minot Approach and requested cruise 3;000. The Controller said unable; so I asked for cruise 3;600; my current altitude. He gave me cruise 3;600. At that point I began a descent below 3;600 on my way down to the appropriate IFR altitude of 1;000 FT above the highest obstacle.When I was at roughly 3;200 FT I was asked to say altitude. I told them and was instructed to immediately climb to 3;600. I was told I could not descent below 3;600 as that was their MVA. However they had still issued me a cruise clearance. I climbed back up to 3;600 and diverted to Bottineau; North Dakota since I could no longer get into West Hope. I spoke to the controllers and tried to explain how I thought a cruise clearance worked. I am still not sure I was incorrect in my descent below 3;600. It appeared that there was a trainee controller and a supervisor. I landed in D09 without further incident.




Synopsis: Pilot attempting to land at an airport without an IFR procedure descends below assigned altitude assuming he has permission to do so; which is below the MVA for the airport area.
Date: 201702
Local time of day: 0601-1200
Location: AUS.TRACON, TX
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C AUS
ATC / advisory: TRACON AUS
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure; Airport
Primary problem: Procedure

Narrative: I was working Radar West at the time of the event and noticed the situation take place. Aircraft X; was on the WLEEE STAR on the downwind for AUS; level at 4000. Aircraft Y; departed EDC initially to the west and then turned back to the east; call Radar East for either flight following or an IFR pick up. Aircraft Y was told to immediately stop his climb at 3500 and passed right underneath Aircraft X. I am unsure whether Aircraft X received and responded to a resolution advisory. If Aircraft Y did not stop their climb; this could have led to a serious incident. Fortunately; nothing serious took place.This event has happened many times before with aircraft that depart EDC and head any direction other than due east. These particular aircraft are departing VFR either looking to pick up their IFR clearance or VFR flight following. The most dangerous instances that create a great deal of risk in the NAS is when they are trying to head westbound while AUS is landing in a south flow. I have seen many aircraft inbound to AUS receive and respond to resolution advisories because these aircraft are climbing through their flight path. EDC is an uncontrolled airport that is very close to the arrival corridor for AUS when AUS is in a south flow. Many pilots that want to fly to the west do not take the recommendation of the airport to fly east or north where there is less of a chance of a conflict and fly west instead; right towards arriving air carriers into AUS. Since the airport is uncontrolled; very little can be done besides making a suggestion to the pilots departing. I highly recommend that a control tower be built for EDC and a Class D airspace be created to mitigate this tremendous risk to the system. Making EDC a controlled airport and setting up procedures for pilots to depart in a specific way will greatly help reduce this risk of possible midair collisions or other serious incidents. I fear that the only way this situation will be resolved is the unfortunate aftermath of an accident. I am hoping this issue can be looked at seriously and quickly; without waiting for a disaster to happen.




Synopsis: AUS TRACON Radar Controller reported unsafe operations between EDC uncontrolled airport VFR departures and arrivals to AUS.
Date: 201704
Local time of day: 1201-1800
Location: ZBAA.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZBPE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: 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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departing runway 19 LADIX 8D; after making initial turn to 098 and leveling at 900 meters by ATC (LNAV/VNAV engaged 250 knots in the speed window); I turned on the center autopilot. We were given a climb clearance to I believe 5;400 meters. [I] advised ATC unable altitude restriction at [intersection] AA282; they advised no problem. Then at [intersection] AA283 in LNAV 250 knots in the speed window we made a climbing right turn to 186; at which time ATC gave us an immediate turn to 210 and asked why we made a wide turn at AA283. I believe he suggested possible encroachment on military airspace. The turn was made on complete auto-flight at 250 knots; which after thinking back I did see the turn arc was wide; just how far I don't know. I advised ATC that we made a standard turn at AA283 and that seemed to satisfy them. As with some other departure procedures such as the LADIX 8E; they should not be allowed on the 747; due to the [occasional] total lack of communications. We have brand new First Officers in the right seat and very behind. I fly out of ZBAA sometimes 2 times a month and I know not to accept the LADIX 8E but in this case I accepted the LADIX 8D not foreseeing the problem with the turn radius at AA283. Every time I think I have seen it all; something new comes along. I always turn on the autopilot soon after takeoff so I can monitor better. I can't emphasize enough with brand new people to the 747 and China this can be challenging at best; the only time I seem to write a [report] is departing ZBAA; and I should have written more.




Synopsis: B747 Captain reported ATC advised them of a track deviation departing ZBAA.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Regional Jet 700 ER/LR (CRJ700)
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Conflict Ground Conflict; Less Severe; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was CIC; I had just got on position. There were no aircraft in the Class D airspace. There were two aircraft departing. The first aircraft was Aircraft X headed VFR to ZZZ. He was cleared for takeoff on Runway XX. Approximately a half mile from the airport he was switched to departure. The Local Controller then cleared Aircraft Y; for departure on Runway XX. Right after he did this departure called and said that Aircraft X requested priority handling and had an engine out. The Local Controller let departure clear the aircraft to land Runway YY. In the meantime; he gave Aircraft Y a 230 heading but did not cancel his takeoff clearance. Aircraft X landed Runway YY with Aircraft Y holding on the runway. Take off clearance was canceled but late.I think more training in case of unusual circumstances is needed especially when the traffic is so slow.




Synopsis: Tower Controller reported that failure to cancel takeoff clearance with a priority aircraft inbound resulted in a runway incursion.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
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: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on layover; I was notified that the aircraft flown by me on the previous day; ZZZ to ZZZ1; had shown a possible tail strike on the previous leg into ZZZ coming from ZZZ1. I did the walk around in ZZZ and did not note any tail strike damage. If anything I remember some oil type streaking on the belly; but did not note a compressed tail strut or damage. We departed ZZZ with a 26;000 motor and flaps 5. The First Officer made a nice stable 30 flap landing in ZZZ1. Nothing abnormal was noted on the flight.I am not sure how much damage was showing so I'm not able to say if it was noticeable.Perhaps if I had requested the belly to be cleaned up; I might have noticed the damage to the tail strut. I am hoping to see a picture of the damage when I get back to ZZZ so that I am better able know what it looks like.


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


Synopsis: B737-800 Crew reported they operated an aircraft that had a tail strike prior to their flight.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
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: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Near top of descent (FL390); I noticed that the left forward windshield appeared to start de-laminating. At that time we requested a lower altitude and began a descent. I started to reference the QRH and about that time the delamination rate started to advance quite rapidly. I directed First Officer to declare an emergency and as he was accomplishing this; the windshield shattered. We continued the descent while running QRH; and it became apparent that there was a closer airfield and requested a divert there. Continued descent to 10;000 ft and remained there until ready for continuous descent. Landed; exited runway and discontinued emergency. Taxied to the ramp; and shut down.  No injuries; windscreen remained intact.


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


Synopsis: A B757 Captain's windshield delaminated at FL390. A descent was began; an emergency was declared and the flight diverted to a nearby airport.
Date: 202202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending through approximately 12000 ft the #1 Flight Attendant advised us of an odor in the forward cabin. The odor soon became apparent in the cockpit. It was a sweet; pungent odor. Upon gate arrival; I entered the odor in the maintenance logbook; submitted a smoke odor fume form; notified Dispatch; Maintenance Control; and the Duty Pilot. No passengers reported being affected.




Synopsis: Air carrier Captain reported being notified by Flight Attendant of a fume event during descent. After gate arrival Captain entered a fume event in the AML; submitted a fume report; and notified appropriate personnel.