elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Management has started briefing a change to our 'Sunol' Sector airspace. The change is the result of the OAPM committee; based on aircraft on RNAV arrivals; and not on the present Legacy system that we use now. The change to the airspace breaks up the 'Kirkwood' Sector dividing it among three sectors.  Sunol is inheriting a majority of the airspace. My concern is this; the 'Sunol' Sector is a high altitude sector and is the feeder sector for the OAK arrivals from the east and the south; and they also work the arrivals from the south descending for Sacramento and the other out lying airports to the North of the Sunol Sector; with multiple routes passing through the arrivals. Presently the Kirkwood Sector can be combined to the Fairfield Sector during times of 'light' traffic. With Sunol assuming the new airspace we are setting the Sunol Controller up to fail! One by adding more airspace for one person to watch with aircraft traveling at high speeds; second by not having the ability to split the sector in times of heavy traffic; and third; adding another conflict area for the Sunol Controller to watch with aircraft descending for Sacramento and the departures climbing out of the bay. Sunol already has a lot of airspace to watch being one of the bigger sectors in our facility; with multiple shelves and now we are adding even more airspace for one controller to watch. Recommendation; either leave the airspace the way it currently is; or stop the training and re-think the break up completely.




Synopsis: NCT Controller voiced concern regarding the planned SUNOL airspace changes in conjunction with the OAPA 'Optimization of Airspace and Procedures in the METROPLEX' effort/s.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Fog; Haze / Smoke
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Confusion; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am a Student Pilot who was on a flight for practice pattern landings. It was a busy morning; I thought I heard that I was number 2 to follow traffic ahead to land instead it was actually number 4 to follow the traffic ahead. I reported back to the ATC that I had the traffic insight that is turning onto final (#2); and heard back from the ATC that was the correct traffic to follow. As I begin to turn my base to final; I almost collide with another plane left below me. It was the third aircraft that I did not see in the pattern. However; no one was hurt and no planes were hit.




Synopsis: PA-28 student pilot report a NMAC [Near Midair Collision] in a busy landing pattern.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [The flight] began its takeoff roll on Runway XXL at ZZZ. The takeoff and climb were normal. At approximately 1200 MSL; a severe vibration began; a waft of smoke entered the cabin; and oil sprayed on the windshield. I keyed my microphone saying; 'Engine failure; emergency; emergency.' I also began a left turn back toward the southwest end of the airport. I observed the remnants of the smoke trail I created on the way westbound. Once I got back to the airport I turned right to an easterly heading. I found myself lined up between the runways. I considered landing on the grass but since I had enough altitude I realigned with Runway XYR. I proceeded to land uneventfully on Runway XYR.During the roll; I started exiting to the right but reconsidered and changed to exit to the left. I rolled partially off the runway and rolled to a stop. The propeller stopped. I turned off the radios and electrical. I starting getting out and the Fireman told me to make sure I turned everything off. I; after rechecking; noticed I missed the master which I turned off. The Fireman directed me to the grass next to the runway. I realized I left my cell in the plane and asked if I could retrieve it. The Fireman told me I needed to stay away from the aircraft until the FSDO gave permission to move the aircraft. After a period of time; permission was given to move the aircraft. A tug from [the Company] pulled the aircraft to my hangar. I used my small tug to put the aircraft in the hangar.




Synopsis: PA-32 Single Pilot reported severe engine vibration accompanied with smoke and made an emergency landing on runway.
Date: 201709
Local time of day: 1201-1800
Location: C81.Airport, IL
Flight conditions: Marginal
Weather elements / visibility: Cloudy; 8
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Descent
Airspace: Class E C81
ATC / advisory: CTAF C81
Second aircraft: Golden Eagle 421
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We were] 2 miles west of the Campbell airport (C81). I was conducting a training flight in the Cessna 150. The sky condition was marginal VFR with scattered and broken clouds at 3;000 feet. I found an opening that allowed us to fly 500 feet below and 2;000 feet horizontal from the clouds. At this time I had observed a Cessna 421 at a slight right descending turn; at our approximately 11:30 position and a quarter-mile in distance. By my estimate we passed each other at less than 500 feet. We continued our training flight and landed at C81. As for corrective actions: I will now always contact Approach Control while doing maneuvers in this area. Highly recommend to flight school owner the installation of ADS-B in and out equipment in our training aircraft. Change my personal and flight school policy about flying in marginal VFR conditions.




Synopsis: C150 flight instructor reported an NMAC with another light aircraft in the vicinity of C81 airport.
Date: 201909
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During boarding I had a pre-boarding passenger arrive at the aircraft door with her walker in front of her requesting assistance. I stepped off the aircraft in the immediate vicinity of the door to clear the walker away that was impeding her path and assisted her into the cabin. Immediately following her; an FAA officer boarded and showed me his badge. He informed me that I was incorrect in assisting her and was not allowed to step off the aircraft and that I needed to consult my manual. During the course of the flight I consulted my manual along with fellow crew members and found 14 CFR Part 121.391; 14 CFR Part 121.394.'Prior to and at the beginning of boarding; a minimum of three Flight Attendants for B737-700 aircraft and four Flight Attendants for B737-800/MAX8 aircraft must be onboard. During the Passenger boarding process; one Flight Attendant may deplane; for safety-related reasons only; provided: The Flight Attendant who deplanes must remain within the immediate vicinity of the door through which Passengers are boarding. Flight Attendants remaining onboard the aircraft must be evenly distributed near the floor-level exits. The aircraft engines are shut down. At least one floor-level exit remains open for Passenger egress. Safety-related reasons for which a Flight Attendant can briefly deplane the aircraft during boarding include; but are not limited to the following: Medical emergencies; Aircraft emergencies; Urgent safety issues that require immediate action.'My understanding; reading the above; was that I was allowed to help the passenger because getting her safely into the aircraft was an issue; and I was in the immediate vicinity of the aircraft door. If my understanding is incorrect; please correct me. I am submitting a report to this same effect. Just a clarification on what to do with wheelchair passengers requiring assistance in the jetway when their safety is in question.




Synopsis: Flight Attendant reported being reprimanded by an FAA Officer for assisting a passenger in the jetway.
Date: 201603
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: IMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D10
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Had FAA inspector riding in our jump seat. Aircraft had aft flight attendant PA handset written up; and was non CAT II authorized. While in the descent at around 9;000 feet got an ACARS message asking if we could do a CAT II approach so maintenance could sign off aircraft. Told FO to simply ignore the message as we didn't have time to properly brief and set up for a CAT II approach as we were on a downwind to land and would be on the ground before proper briefing would have been completed. Why is dispatch sending messages like that while we are in a high workload environment?No ACARS communication below 10;000 feet in sterile; no using ACARS for questions or for information that is not pertinent to the flight at hand.




Synopsis: CRJ-900 Captain was asked via ACARS below 9;000 feet; to perform a CAT II fly back with an FAA inspector on the jump seat. He chose not to comply or respond to the request.
Date: 201303
Location: BWI.Airport, US
Flight conditions: IMC
Weather elements / visibility: 1
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BWI
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi to [Runway] 15R I was forced to make a quick stop to avoid hitting a Company aircraft coming out of our blind spot from behind and to our left. Ground Control had cleared both of us to Runway 15R via the same routing and I believe Ground forgot about our Company aircraft altogether after giving us a number of revisions as to which aircraft we were to follow. Ground requested we follow a Company aircraft coming from the backside of the concourse; then to proceed to Runway 15R. We allowed Company access and then we were amended again and told to follow another Company that had just finished deicing in the 15R pad.I began a 'slow roll' (give passengers the idea we were still getting there; <5 knots) taxi to allow Company to leave the deice area with plenty of space between us. I cleared to our left and could not see anyone in my field of vision on Taxiway P. I initiated the turn onto H; still at a slow roll; and turned back towards the deice area to gauge our distance from the Company we were advised to follow and; when turning back to the left; I was startled to see another Company moving quickly ahead of us on Taxiway P. I applied the brakes firmly and estimate the Company's wingtip missed our nose by about 20 FT or so. The Flight Attendants were up making their announcements; but fortunately; they were not thrown down by my abrupt stop. We remembered this aircraft getting a clearance the long way around to [Runway] 15R after we made our stop and believe that ATC simply forgot about him or didn't expect him to be a factor because of the taxi distance he was traveling. My slow taxi may have aggravated ATC's mistake in a couple of ways. First; it led me into a false sense of security. Having cleared to my left already; my blind spot was made even larger by the fact that I wasn't hurrying to occupy the limited space behind that I knew to be clear and my attention was diverted back to the opposite side and the aircraft we were to follow. Additionally; my slow taxi may have led our Company aircraft on P to believe that I was yielding to him; when I was in fact still in motion towards P. I also believe the Company aircraft on P could have been a bit more proactive in confirming his sequence when Ground cleared us to follow an aircraft that was now taking P in front of him.




Synopsis: B737-300 Captain taxiing to the runway at BWI reported having to make a sudden stop to avoid a collision with another Company aircraft.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Approach
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to ZZZ when flaps one was selected a 'FLT CTRL flap slat' disagree message was displayed on ECAM (Electronic Centralized Aircraft Monitor). Slats remained at zero as flaps were selected. ATC was notified of situation and need for vectors for time to perform checklists. ATC was advised. Checklists and ECAM items were completed as well as landing APP on iPad for a no slat flap 3 landing. ACARS (Aircraft Communications And Reporting System) message to Dispatch was sent informing them [our reporting] with ATC and our no slat situation. Flight attendants and passengers were briefed of situation and to expect a normal landing with the exception of the presence of some airport vehicles. A non-eventful landing on [Runway] XXC was made followed by a normal taxi to the gate. Failure of slats to deploy when selected.




Synopsis: A321 flight crew reported slat failure on approach.
Date: 202007
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was made aware that on date on Aircraft X that 3 hazmat parts (batteries) were left in the galley area on the plane. I was assigned to the interior area on an A2 check. WhiIe was accomplishing job card; step 1 is 'operational check of the electronic circuit of inflatable restraint'. This check failed at all seats on card (row 5lh; 5rh and seat 10f). I ordered said batteries for 3 rows. My lead ordered 7 inflatable airbag seat belts/harnesses. I never used any of these parts but they were scattered around near where I was working. I reseated electrical connections at seats and they all passed the test. Step on job card was done. There were other mechanics also assigned to the interior. They started cleaning up the parts that were ordered. I did a walkthrough of the cabin when I was done and didn't see any parts anywhere. I assumed all parts were off the airplane and returned to stores.I had assumed that the other mechanics had returned parts to storesCommunication with other mechanics.




Synopsis: Airline Mechanic reported being notified Hazmat parts he was working were left on board after he departed.
Date: 201905
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Post departure
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Dangerous Goods loaded in pit 6 not secured.




Synopsis: Airline Ramp Personnel reported Hazmat cargo not secured in accordance with Hazmat transport requirements.
Date: 201603
Local time of day: 1801-2400
Location: CNO.Airport, CA
Light: Dusk
Aircraft: Small Aircraft
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Tower CNO
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Second reporter function: Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Airport

Narrative: Aircraft X exited runway 26R at Taxiway Delta and began turning other than instructed/expected due to airport signage being constantly and consistently blocked. These type of issues can lead to runway incursions and have in the past.Airport management. The airport does not do enough to keep up with weed growth on movement areas; including on active runways; and airport signage that could assist the pilot.


Second narrative: Another pilot missing a taxi turn due to weeds blocking airport signage. The pilot mentions his inability to see the sign on frequency.If the county/airport could only stay ahead of the weeds and properly working signage. Luckily was not one that led to a runway; but if the pilots cannot see the signage leading to a runway; it may contribute to leading them on an active runway.


Synopsis: CNO Tower Controller reported of two different instances where two different aircraft missed a turn due to weeds blocking airport signage.
Date: 201511
Flight conditions: IMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: To avoid weather I SLOPPED 2 miles left of track.  Once clear of the weather I neglected to return to a Strategic Lateral Offset Procedure (SLOP) right of track.  My Relief First Officer (RFO) noticed the error and we corrected back to a right of track SLOP.   This occurred on a random route across the Pacific for a period of approximately 45 minutes.This was my error.  I thought a momentary deviation to the left of course to avoid weather would not be a problem.  But then I forgot due to distraction with weather and turbulence and maybe a little fatigue. Rather than Execute an offset just use heading select to momentary get around a build up.  Pay more attention to detail.




Synopsis: A B777 Captain reports using the FMC to deviate left of track two miles for weather then forgetting to return to a right offset for the oceanic crossing.