elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 1201-1800
Location: P80.TRACON, OR
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PDX
Second aircraft: UAV: Unpiloted Aerial Vehicle
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); Flight Crew Commercial
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Police / Security Involved
Contributing factors: Airport

Narrative: Descending through 4;300 feet on arrival vectors for visual approach; rwy 28R PDX; heading 030 magnetic; 210KIAS; approximately 2-4 nm SSE of town of Damascus; OR. Captain PF; First Officer PM; Clear and vis greater than 10sm. Drone came into view; spotted only by First Officer for less than 1 second; left side; 11 o'clock to 9 o'clock passed between 50 ft and 100 ft off left wing. Unable to perceive drone movement due to fast; brief pass. Drone was same altitude as aircraft when spotted. Drone was roughly size of larger DJI drone; but type/style of drone could not be determined. Appeared symmetrical laterally and longitudinally. It was bright white and highly reflective on top. No avoidance maneuvers made due to how quickly we passed it (otherwise maneuvers likely would've been made). Immediately reported to Portland approach. Flight continued without further incident. Seeing as we could not have done anything different ourselves; only suggestion is to implement TCAS on all drones; provide drone-finding radar; and/or equip aircraft with anti-drone lasers.




Synopsis: Air carrier flight crew had a near miss with UAS while on vectors to an approach. Flight crew reported to ATC.
Date: 202008
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I was flying C [position] and taking off in [seat] X4. The lady in Y4; who was a through passenger; had started coughing and sniffling profusely after pushback and during the safety demo.  I didn't feel comfortable moving her or the passenger in X3 as they were both wheelchair passengers and we had begun surface movement.  In these heightened times of COVID; I did not feel comfortable sitting directly in front of her; nor rejoining the A [Flight Attendant] in the jumpseat for takeoff and landing.  I chose to protect myself and take off in X6 for this flight only; knowing they were deplaning in ZZZ1.




Synopsis: Flight Attendant reported changing seats during takeoff and landing in order to stay a safe distance from a passenger who appeared ill.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy; Procedure
Primary problem: Company Policy

Narrative: Flight was released with Contingency Fuel and 300 LBS extra for taxi; 0:35 minutes holding. No alternate. We took off with takeoff minimums plus 300-400 LBS. Flight plan showed initial climb to FL370; then step to FL390. Once airborne the FMC top altitude was FL350. FMC step climb to FL370 was 1:25 into flight. FMC never allowed step to FL390. Flight plan showed FL390 59 NM from our destination. Totally unrealistic. We were approximately 15;500 FT when 59 NM from our destination. Landing fuel on flight plan was 7;400. Actual was approximately 5;900 LBS. The only reason I took this fuel load was because weather was perfect. I will not make this assumption again. I do not have confidence in these flight plans; especially as we enter the winter months. Safety margins are greatly reduced when flight planning does not accurately forecast fuel burn.




Synopsis: An A321 was unable to climb to the flight planned altitude of FL390 and so landed with 1;500 LBS less than release predicted.
Date: 202201
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: So there we were; the best Captain & FO (First Officer) in the fleet; approximately 11 miles right in trail of [a company aircraft] from waypoint WSTIN direct to TCC ( for approx 590 nm). About 40 east of TCC the winds shifted so that they were straight on the nose and therefore we became directly in [the other aircraft's] wake turbulence. I directed the FO to offset 1L which he did and then he called to request the offset from ATC. Albuquerque approved. And then they immediately came back and said to call them with a possible pilot deviation; which I did after landing. The autopilot in the jet is programmed to take a very aggressive bid (45 degree cut or more) to get on the offset. I believe this aggressive bid is what triggered Albuquerque 's concern as the traffic was well outside of 10 miles with no loss of separation when the jet completed the offset.


Second narrative: There we were... We'd been about 11nm behind [a company aircraft] since takeoff; cruising at the same altitude. As we were nearing TCC (maybe 60-80 miles out); the wind shifted a bit and the 100mph winds on the nose blew [the other aircraft's] wake turbulence right to us. We entered a 1nm left route offset to avoid getting tossed around and then requested the offset from ABQ ATC. They approved it; but then asked us to call them with a possible pilot deviation. Wake turbulence generated the need for us to move the jet. However; we clicked the button before ATC gave us the thumbs up; so its aggressive LNAV offset correction was a surprise that didn't need to happen.


Synopsis: B767 flight crew reported a track deviation occurred when they turned off course to avoid wake turbulence from a preceding aircraft.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing; the Pilot in Command (PIC) was unable to stop the aircraft on [the] runway. The aircraft struck a taxiway light; departed the runway and came to a rest on grass on the west side of the runway. Landing speed was calculated at 109 knots and approximately 3600 feet of runway. ATIS reported winds at time of arrival were 220 at 10 knots. The PIC declared a low fuel situation with approximately 500 lbs of fuel remaining and was cleared to land.




Synopsis: A corporate jet First Officer reported a runway excursion when the PIC was unable to stop the aircraft.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Fatigue; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I conducted a pre-flight briefing which includes flying-time; special needs customer info; a reminder of in flight duties; review an emergency deplaning procedure which mentioned by the Captain.  This briefing; initiated since FA2 and FA3 are also do not feel safe; neither comfortable with FA4 since we were unclear that she is being lazy or do not know her duties.  I am attempted to set the tone for this flight.  FA4 has never performed a pre-flight check; but we did it.  I have asked FA4 to perform 15 mins walk-thru.  Later FA4 complains FA1 (myself) is too strict; she does not think she should take it seriously.  But FA2 advised her to take it seriously but do not take it personally.  Never closed overhead bin after I made an announcement of 'Boarding complete; flight attendant secure cabin for departure.'  Those attitudes become a burden on FA3 during boarding.  The situation was getting close to door closure; regarding exit row briefing; it must be conducted before door closure.  I had to call FA2 to do the exit row briefing and OHB closure to do boarding duties.  FA4 has not performed for compliance check during the flight when the seatbelt sign is illuminated but performed by us as an FA1; FA2; FA3.  FA4 does not answer customer call light even though I told her to get one of them.




Synopsis: FA1 reported that FA4 could not perform duties without additional direction.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was conducting a Biannual Flight Review; observing PF performing a touch and go landing in [a] CTLS; when the nose gear collapsed while rolling on the runway.PF was flying the aircraft the entire approach; as well as the landing. There was nothing abnormal or unsafe about the landing- it was on the centerline; main gears touching first; no significant side loading of the landing gears. We were getting set up to takeoff from the touch and go; rolling down the runway; when the nose gear collapsed. Upon collapsing the nose of the aircraft pitched downward; and the aircraft slid on what was left of the nose strut. I alerted the control tower immediately that the aircraft had become disabled. I then immediately shut down the aircraft; secured it; and exited the aircraft along with PF. I believe the only way to remedy this problem would be to replace the nose gear assembly after a set number of hours or landings.




Synopsis: A pilot and flight instructor in a Flight Design Light Sport Aircraft experienced a nose landing gear failure during landing roll out for a touch and go maneuver.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Emergency Extension System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The flight was an instrument proficiency flight in a Bonanza A36. After an uneventful preflight; taxi and run-up; departure began with the emergency gear hand crank not completely stowed. The crank appeared to be tucked away on visual inspection during preflight but must have been slightly askew and still barely connected to the gear motor mechanism. Bringing the gear up on departure; the crank started spinning with the gear mechanism and the centrifugal force of rotation caused the crank to become completely unstowed (90 degree angle) and catch a flight bag in the storage area behind the seats. This tripped the gear circuit breaker. After re-stowing the crank and resetting the breaker; the gear retracted up then cycled back down fine. The flight was on an IFR clearance but operating in VMC. Upon realization that the gear was not retracting normally; the IFR flight plan was cancelled with approach with the request to go back to tower. Calling tower; we requested some time to circle and resolve the issue. After addressing the gear issue as described above a non-eventful landing was made. A few lessons learned from this incident.-Physically ensure the crank is completely stowed before start on the checklist. -Make sure that the protective cover is always installed (it was missing).-Use caution storing luggage or bags behind the pilot seats near the crank; as they can possibly catch the lever if manipulated enough (I suspect reaching and moving for the flight bag in this area before start up caused the issue).




Synopsis: The pilot and instructor of a Beechcraft A36 Bonanza did not recognize that the landing gear emergency extension handle was not fully stowed during pre-flight inspection. When the landing gear was retracted after takeoff; the handle came free; became entangled in a flight bag; and popped the circuit breaker.
Date: 201902
Flight conditions: Marginal
Light: Night
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a patient transport flight enroute to destination hospital the weather was noted to be below VFR minimums beyond our current location; precluding further VFR operations. After returning to the intermediate checkpoint a further attempt was done further to the east which was unsuccessful due to mountain obscuration which was not in place during the outbound leg. A next attempt was made going to the north toward a known checkpoint without success. In the vicinity of the last checkpoint and faced with deteriorating weather conditions it was determined that the safest alternative was to utilize the IIMC (Inadvertent Instrument Meteorological Condition) procedure for the local area. This was based on the localized weather which precluded VFR operations and the knowledge that VFR conditions existed and were verified prior to departure on the literal 'other side of the hill'. The medical crew was briefed prior to the procedure and ATC was called prior to entering the clouds. We climbed clear were vectored to VFR conditions; where I cancelled the emergency and proceeded to the hospital without incident. As the altitude at which I was operating and the environment precluded gaining an ATC clearance I felt that [requesting for priority handling] was the most prudent thing to do; I also explained the situation to the ATC controller and she acknowledged accordingly. It has been noted that I might have been able to return to an airport that was proximal to where I was operating but at the time after making two 180 degree turns and having the airport and associated town behind a ridge line I didn't think to go there if able.After being counseled as to my actions; I will now regardless; attempt to just land the aircraft; attempt to make ground arrangements for patients; though my actions were not foremost for the patient; but rather for the medical crew and aircraft.




Synopsis: EC135 pilot reported the deterioration of VFR conditions and not making the best decision to land VFR.
Date: 202008
Local time of day: 1201-1800
Location: SCK.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower SCK
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Upon entering Runway 11L for departure from SCK; I noticed the runway edge lights appeared to be dimly lit (low intensity only). Several clicks of the PCL did not increase the intensity as expected. There were no concerns as to the visibility of the runway environment at this time. After departure and turning on course the Captain indicated he was able to look back during the left turn and confirmed the lights were not operational. During preflight and also subsequently once I was made aware of the situation; the NOTAMs were cross checked and for our time of operation there was nothing listed regarding these lights at our departure time. If either of us were in doubt at any point; it would be prudent to speak up.




Synopsis: Air carrier First Officer reported they were unable to increase runway light intensity using Pilot Controlled Lighting departing SCK RWY 11L.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson Helicopter; Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Rotorcraft
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Other after flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My wife and I planned a round trip to visit some friends at a church in ZZZ and have lunch after the meeting. Our granddaughter stayed the night with us prior to our flight the next morning. She travels with us often and enjoys the trips; and has flown with us since she was born. The next morning;  we arrived at the airport and boarded the aircraft along with our friend and his wife. I did a weight and balance; and it came out more than 200 lbs under the gross weight limit. I verified and center of gravity and weight were well within limits. My wife had our granddaughter sit next to her in the seat; and I made sure they were buckled. Together they weighed less than 170 lbs and seemed to fit comfortably in the one seat. We departed mid morning. We had a good meeting and lunch in ZZZ; and after lunch we all got back in the aircraft and buckled up ready to go back. It occurred to me that our granddaughter is now 6 years old; and even though she is approximately the same height and weight as when she was 4 and 5; she should have her own seat and seat belt. In the future I will make sure each occupant of age has his or her own seat and seat belt; so they can be properly buckled and restrained.




Synopsis: Robinson pilot reported improper seating assignment for a flight.