elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Inflight Event / Encounter Object; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Aircraft Aircraft Damaged
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: I was flying a Maule Amphibian delivering it to the person who had purchased it from me earlier. The owner was buying the fuel for the trip. After a fuel stop; I was taking off in a strong crosswind and lost control of the aircraft due to the crosswind. I lifted the Amphibian off the runway too soon and I believe the left wing stalled due to gusty conditions and caused the Amphibian to turn south into the wind and contacted the ground with the forward parts of the floats. I feel the cause of the incident was the strong crosswind on the Amphibian aircraft. I believe that if I had kept the Amphibian on the ground a longer time and allowed the airspeed to increase before allowing the Amphibian to fly; I could have avoided this incident.




Synopsis: A pilot reported loosing control of a Maule Amphibian on takeoff after he lifted off to soon in a crosswind causing a wing to stall and forward parts of the floats to contact the runway.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
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: Confusion; Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got a Cabin Altitude warning horn and light passing 27;000 feet MSL. I observed the cabin altitude at 10;000 feet on the gauge. We complied with the boxed items and ran the checklist on the QRC and continued with the QRH. The cabin seemed stable at 10;000 feet. An idle descent was initiated with ATC giving us a clearance to 10;000 feet. Communications between the Captain and FO (First Officer) with the masks on was difficult. The cabin was controlled well in manual. We elected to return to ZZZ. The return and landing were uneventful. The passenger oxygen masks never deployed and the cabin was never observed above 10;000 feet. An unusual note: at numerous times during the return to ZZZ; the cabin altitude gauge read either 40;000 feet. or 23;000 feet. This led to significant confusion. We were confident that this reading was in error because we were well below 10;000 feet MSL as confirmed on all three altimeters.




Synopsis: A Boeing 737-700 Captain reported a pressurization problem during climb that necessitated a descent and return to the departure airport.
Date: 201605
Local time of day: 1801-2400
Location: SKBO.Airport, FO
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Center SKED
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Aircraft Automation Overrode Flight Crew; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While on the arrival into Bogota we were cleared to the VULAM intersection then direct to BOG VOR and cleared to cross the VOR at 12000 and 200 knots. We verified 12000 in the altitude selector and the FMC at the BOG VOR. We were then cleared for the approach so I asked the Captain to set 10000 which is the altitude at the Final Approach Point and said we are protected because we have 12000 at the BOG VOR. I said I would arm the approach closer in. Both VNAV and LNAV were armed and active. Approx 2 miles from the VOR the Capt said we need to level of. Then I realized we had never leveled but continued our descent to approx 11600 feet. I hit altitude hold and the plane climbed back to 11800 feet at the same time the controller called us and told us to cross the BOG VOR at 12000 feet. The airplane was in VNAV so I'm very confused as to why the aircraft continued its descent instead of leveling at 12000. Anyway there was no GPWS warning and we continued to BOG without incident. In my opinion all procedures were followed to the letter however I allowed my confidence in the VNAV to not properly monitor our descent.




Synopsis: B737 First Officer reported descending below a feeder MEA during arrival to SKBO. VNAV and LNAV was being used to descend to 12000 feet at SKBO with 10000 feet in the MCP altitude window.
Date: 201212
Local time of day: 0001-0600
Location: DTW.Airport, MI
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp DTW
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The van ride from the hotel was uneventful. Dispatch Release filed the standard routing showing 'HARWL V116 ZEGBI BAGEL...' PDC cleared the flight on the standard routing but added the PALACE FIVE Departure. While performing the route briefing; the crew could not find ZEGBI on the SID. I reviewed the Low Altitude Enroute Chart 32 which showed ZEGBI between ECKDO and LEROY on V-116. This point is not portrayed on the PALACE FIVE Departure. Both pilots agreed the en route Charts agreed with the filed routing and we continued. The remainder of the flight was uneventful.




Synopsis: A pilot reported that his clearance on the DTW PALACE FIVE included a transition on V116 at ZEGBI to BAGEL; but because the SID did not depict ZEGBI he was confused about where the transition would occur.
Date: 201402
Local time of day: 1201-1800
Location: GKY.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EC135
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D GKY
ATC / advisory: Tower GKY
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Rotorcraft
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Procedure

Narrative: We were on the VOR 34 into GKY. We were asked to report the FAF (BROUZ) inbound which we complied with. ATC asked; 'What are your intentions' after the missed. I returned with 'after the missed we would like to turn to the south west and hold at BROUZ' which is the published missed for that approach. ATC responded with 'roger'. We continued on the approach. About .5 NM out from the missed approach point he told us that there was an aircraft on departure just climbing out through our altitude southbound. I saw the aircraft and communicated such; as we continued to the MAP. The MAP for this approach is published as 13.1 DME from the TTT VOR. This has the aircraft directly over the Runway 34 threshold. As we were crossing the MAP we both immediately noticed another aircraft on rollout taking off Runway 16 opposing. At the same time the airplane on takeoff saw us and told Tower that there was a helicopter directly in his way. We took evasive action to the right as did the airplane. The Tower never told us to break off early. When he realized that he had a near miss; he told us he thought we were turning southwest before the missed approach point. I told him that I was going to go southwest after going missed. I said that the MAP is directly over the threshold for that approach. He stated that I must not be familiar with the procedure here that at Arlington they go missed early. We had no way of knowing this as we followed the published procedure to the letter and had announced to Tower that we were executing said procedure with no additional information from them. They never told us to break off early. ATC should not assume that a person knows about a local procedure. They need to give detailed instructions to break off early.




Synopsis: Helicopter pilot reports a NMAC at the MAP for the VOR Runway 34 approach to GKY; with an aircraft deaprting Runway 16. The Tower expected the Helicopter to go missed early but did not communicate that information.
Date: 201603
Local time of day: 0601-1200
Location: SFO.Airport, CA
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: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT; Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Situational Awareness; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation 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 Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: We were initially cleared to descend via the SERFR2 Arrival to SFO. Our next clearance was to descend via the SERFR2; except maintain 10;000 feet. Our next clearance was to descend via; except maintain 6;000 feet. The Controller then advised that we were leaving Class B airspace and would re-enter in one mile; and they switched us to a new frequency. The new Controller cleared us SERFR2 to the TIPP TOE Visual 28L and cross MENLO at or above 4;000 feet. Our next clearance was to cancel the TIPP TOE visual and we were given a heading to intercept the 28L LOC and maintain 3;100 feet.After intercepting the LOC we asked if we were cleared for the approach because we were held at 3;100 feet and we were intercepting our glidepath; Approach said yes and passed us to Tower. After contacting Tower; our approach was canceled to 28L and we were subsequently cleared for a visual 28R. All of this took place within about 40 miles from the airport. This was a lot to handle in a short period of time and my FO and I discussed whether we had done something wrong to get this many changes. After continued discussion with the FO and our ATC Specialist; we felt that we complied with all instructions; but there is room for improvement with ATC and descend via clearances with so many changes.




Synopsis: A B737 Captain flying the SFO SERFR2 was cleared descend via except maintain 6;000 feet and then NORCAL alerted they descended out of SFO Class B. Numerous altitude clearance changes on the arrival created a high workload environment.
Date: 201909
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: Landing; Takeoff / Launch; Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff; myself and the B Flight Attendant smelled a strong sulfur/rotten egg odor in the aft galley. After the B [Flight Attendant] brought the food cart back; she had to sit and said she felt weak and nauseous. The B [Flight Attendant] said she could smell the odor but it was not as strong at that point during cruise. During landing; the odor came back strong again. After deplaning; while filling out a report with [Supervisor] at the ZZZ1 base; I began to get dizzy and feel disorientated.




Synopsis: Flight Attendant in charge reported strong sulfur type odor for most of the flight resulting in the cabin crew experiencing health issues.
Date: 201304
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ; Class G ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Became Reoriented; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I made a May Day call on 121.5. Reported total power failure and that I was making an emergency power off landing on a road. I was instructed to Squawk 7700. After safely landing on the road; FAA personnel had dispatched the Highway Patrol and County Sheriff Department. There were no injuries and no damage. Three aircraft mechanics were called and diagnosed the mechanical problems and repair parts were driven in to the location and the airplane was repaired and signed off for return to service. Permission was given through Highway Patrol to close the road for takeoff; however the crosswind prohibited takeoff from the road. With the assistance of the Highway Patrol and County Sheriff the airplane was taxied to a local private dirt field that allowed takeoff into the wind. After the day long events I had forgotten to reset the transponder to 1200 prior to takeoff. I did not notice I had not reset the transponder for the first part of flight. During a scan of the panel I noticed my error and immediately changed the transponder to 1200. Corrective Action: Check that the transponder is reset to 1200 as soon as the airplane is safely on the ground following an emergency. Further Corrective action: Verify the proper Transponder code prior to takeoff.




Synopsis: An AG5B lost power inflight and the pilot made a successful off airport landing on a country road where repairs were made. The aircraft later departed with 7700 still in the transponder.
Date: 201912
Local time of day: 0001-0600
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were descending through 9;000 ft. for the arrival to ZZZ when we had a Lavatory Smoke EICAS message. We collectively agreed that there was a smoke odor. The crew [Requested Priority Handling] and decided that landing in ZZZ was the safest option. We called back to the Flight Attendants to obtain information regarding the situation. We were briefed that the smoke alarm was going off in the aft lavatory. The crew utilized the QRH and safely landed the aircraft without any complications. Upon arrival at the gate; the Company and Maintenance were briefed on the situation. A write-up was made in the maintenance logbook.




Synopsis: B757 First Officer reported continuing to a safe landing after receiving a Lavatory Smoke EICAS on descent to destination.
Date: 202012
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Overrode Automation
Contributing factors: Airspace Structure; Procedure; Software and Automation
Primary problem: Ambiguous

Narrative: I was Pilot Flying (PF). Autopilot (AP) on. Approaching top of descent for DRLLR arrival near TORNN level FL330; Fort Worth Center gave us descent to FL310; then changed it to FL320. I initiated cruise descent. ATC gave us right turn to heading 270; then further descent to FL310; I continued cruise descent. We were then given speed of 250 knots. About the time we rolled out on 270 heading we were given left turn direct TORNN. I initiated turn using LNAV. About this time ATC requested a 'good turn' to TORNN; at which point we were already abeam and the airplane was in 30 degree bank. Traffic was noticed slightly below and to our right on TCAS. I believe I saw it within a couple hundred feet and within 5 miles. Navigation display was on smallest scale. Unsure if airplane could continue turn to TORNN in LNAV due to our position relative to fix; I used Heading (HDG) select to keep turn going. ATC never mentioned the traffic to us; I never saw traffic visually; and no TCAS TA or RA. We were handed off to Houston Center while in the turn. They approved direct to a subsequent fix and flight continued without incident.




Synopsis: First Officer reported noticing traffic within 5miles and a couple hundred feet while complying with vectors on the DRLLR FIVE STAR into IAH: ATC never pointed out the traffic to the flight crew.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence; 5
Light: Night
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Workload; Troubleshooting; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: I was on an IFR flight at 5;000 feet. ATC amended my route with several direct legs between NAVAID followed by radar vectors to my destination; and I was following the new route. The flight was routine other than weather making it very windy and turbulent. ATC cleared me to 4;000 feet and said to expect a visual for Runway 8. I went to 4;000 feet and continued on my amended route. Approximately 5 minutes later I was in heavy IMC when my autopilot malfunctioned. I tried to reset the breaker and cycle the autopilot to no avail. Due to the high winds; when the autopilot disconnected the plane turned off course and started to dive. Once I regained control I asked ATC for a lower altitude as I was approaching my destination. ATC did not respond and after multiple attempts I switched to Comm 2 and reached ATC. ATC said they had been trying to reach me for some time. They vectored me for the ILS 8 approach which I followed and landed safely. Upon landing I was asked to call Center. They notified me that I had lost communication with Center for 11 minutes. I explained my situation and they filed a report. On Saturday; I flew my plane directly to an Avionics shop where I am going to have the autopilot and radios checked out.




Synopsis: A BE36 autopilot and COM1 malfunctioned in flight where the pilot momentarily lost control in weather; near his destination; but was able to contact ATC on COMM2 and fly an ILS.