elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I asked the Flight Attendant A to please wear her mask properly when sitting together on the jumpseat and when talking with me.  If she would keep a safe distance; that would be acceptable for the later. Just not without distancing.  She informed me that her asthma makes it hard for her to breath. She also informed me that it keeps slipping down.  I told her that I need her to please wear it properly and she said that she would try. It was clear that the mask was not going to cover her nose so; I called for a Supervisor to mediate the situation.  They witnessed her mask below her nose and asked her to change the mask to a mask that would not keep falling down.  After a lengthy discussion; she complied.During the safety demo and flight; I asked a passenger to please wear his mask over both his nose and mouth.  He told me that having his mask under his nostrils is acceptable.  I informed him that our policy states that it has to be worn over his nose and mouth.  I offered to show him the policy and he declined.  He said that the policy was stupid and that he was going to write airline about it.  He asked for my name and I gave it to him.




Synopsis: Flight Attendant reported another Flight Attendant and a passenger were not compliant with face mask policy.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Second aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Confusion
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing; while taxiing at approximately 5 MPH on the center of the taxiway to a parking area; I misjudged the clearance distance between my aircraft and the other aircraft which was parked in the grass on the left of me parallel to the taxiway facing the opposite direction of my travel. The upper left wingtip of my aircraft began to make contact with the underside of the left wing of the other aircraft; and began to lift it up. I stopped immediately and shut down my engine. At rest; the wingtip of the other aircraft was atop my wingtip with an overlap of approximately six or seven inches at about mid-chord. The owner of the other aircraft was present by the time I opened my door to get out. We inspected the situation; the owner of the other aircraft pushed up his aircraft's wing; while I maneuvered my aircraft away with the use of the nose-gear tow bar. We each inspected our respective aircraft. There was no structural damage to my aircraft. The other aircraft has a rub mark on the underside of the wingtip; with very minor damage for the fabric. The owner of the other aircraft and I exchanged identification; addresses and phone numbers and parted company. Human performance considerations: I made an assumption that I could safely clear the parked aircraft; since other aircraft ahead of me on the taxiway had passed without contact. In the future if I find myself in a similar situation; I will either stop without proceeding any further or ask for assistance from someone to help me judge the clearance.




Synopsis: A taxiing C177 pilot misjudged his aircraft's wing tip clearance from a parked PA20 and allowed his upper wing tip to override a PA20's lower wing tip before coming to a stop and separating the aircraft with only superficial damage.
Date: 201807
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Weather elements / visibility: 4
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Taxi
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown
Contributing factors: Airport
Primary problem: Airport

Narrative: During takeoff I experienced an dramatic 'dip' in the middle of the runway at Alturas (KAAT).  This little imperfection has been here for a while; however it is getting much more dramatic.  It is to the point that it may cause enough force on a retractable gear airplane to collapse the nosewheel.  The VASI had been out of service for two years.  Now it has been decommissioned for some reason.  This is a safety hazard to have a non-precision approach at this airport with no way to safely transition to the runway environment.




Synopsis: Air taxi pilot reported the Alturas airport has a depression in the runway and the VASI has been out of service.
Date: 202003
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We pushed back and then realized we did not have our dangerous goods paperwork.


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


Synopsis: B787 flight crew reported pushing back from the gate without required Hazmat documents.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after rotating we received a STEERING FAIL caution message. The tiller was not touched or contacted by any objects. We accomplished the QRH which did not remedy the situation. We contacted dispatch and decided that a landing in ZZZ was desired. Upon reaching ZZZ a low approach to check the orientation of the nose wheel was offered and accepted. After being notified that the nose appeared straight we made an approach and landing. We did not brace but did have ARFF standing by. While slowing below 80 knots the aircraft began to uncontrollably veer right. We attempted to use differential reverse thrust and braking but the aircraft continued its right trend towards the grass. I applied maximum braking and the aircraft came to a stop before exiting the runway. We advised ATC and ran the system reset procedure. This cleared the steering message and we taxied to the gate under our own power. While taxiing in we missed the turn onto taxiway 1 and received alternate instructions to taxi in via 2.




Synopsis: CRJ-700 Captain reported the nose wheel steering failed shortly after takeoff; which resulted in an air return.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generation Indicating and Warning System
Component problem: Design; Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 30 minutes into the flight; I noticed a strong; burning odor coming from the nose of the aircraft that smelled electrical in nature. I looked for any secondary indication of an actual problem. Both of the load meters were reading correctly and there was no indication of smoke in the cockpit. I continued to my scheduled destination since I was about 20 minutes out with several airports available for diverting if needed.Once shutdown on the ramp; I opened the nose baggage compartment and heard the acid in the battery boiling along with the overwhelming smell of sulfuric acid. I immediately informed maintenance and wrote up the aircraft. It would be nice if the Baron had an ammeter to indicate if there is an issue with the battery.




Synopsis: A BE-58 pilot detected electrical fumes in flight but all system indicators were normal so he continued to his filed destination where he discovered a boiling battery along with a sulfuric acid odor.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small UAS; Multi Rotor
Operator: Other unknown
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
Aircraft component: Motor / Engine Unit (UAS)
Component problem: Failed
Reporter organization: Other unknown
Reporter function: Person Manipulating Controls (UAS)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person UAS Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: Acceptance flight for new UAS was being conducted in the field with LAANC authorization.  Since this was a first flight; the vehicle was placed in a hover approximately 15 feet for observation.  After approximately 1 minute and with no control input from the RPIC (Remote Pilot in Command); the vehicle went into abrupt left graveyard spiral.  This is the expected flight behavior for motor failure in a quad configuration.  The failed motor was identified on postflight inspection and replaced with a spare motor.  Subsequent flight exhibited the same motor failure after approximately 3 minutes; however there was no damage due to keeping the vehicle in a low hover.  Operation Center was notified of the event. Tech support from the manufacturer revealed that the vehicle software was not properly matched to the controller software.  A field software update was applied and subsequent fixed; low hover testing was successful for approximately 10 minutes.  Build up testing was accomplished to demonstrate the vehicle to be fully mission capable.1) Future acceptance testing (first flights of a vehicle or new config) should follow the procedure used today.  Fly in a fixed; low hover for several minutes to validate vehicle stability before conducting further checks.  2) This incident highlights the importance of ensuring proper software configuration on components of the system:  flight controller; gimbal; ESCs (electronic speed controller); and controller.  Although the manufacturer had been involved with a software update the previous day; even they missed verifying this configuration with us until it was revealed on the acceptance flight.




Synopsis: UAS Crew was conducting a test flight when a motor failed after two separate flights. Software was found to be out of date and after update UAS flew without issues.
Date: 202006
Local time of day: 1201-1800
Location: SAV.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C SAV
ATC / advisory: Tower SAV
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Near miss with another aircraft that appeared to possibly be departing from SAV.  I was flying 010 according to my track log; roughly at the edge of the inner shelf to the Class C.  I'm estimating they were flying 230 directly towards me.  When I saw the aircraft they were approximately 5 seconds away and level on a near collision course; I immediately ascended and ended up passing approximately 100-200 feet above and 300-500 feet horizontally.




Synopsis: GA pilot reported a NMAC at SAV airport.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: With passengers boarded and doors closed; we started the number two (right) engine and determined it was a good start. I then started the number one (left) engine. It was during this start up; as the first officer turned on the bleed as directed in the checklist; I noticed a faint haze of sorts coming from the air vents. At first I thought it may have just been condensation; but after a successful start on engine one; the cockpit quickly began to fill with smoke. It did not smell like an electrical burn; but did have a distinct burning smell. Myself and the first officer agreed it was smoke and I immediately shut down both engines. I opened the cockpit door; informed the flight attendant to open the main passenger door and executed an expedited deplaning/evacuation. The first officer reiterated it was not an emergency to the flight attendant as I made an announcement over the Public Address system for all passengers to quickly deplane the aircraft through the main passenger door only. All passengers quickly deplaned through the main door. Note; no emergency exits were used. I completed a shutdown of the entire aircraft and then contacted dispatch and maintenance. Maintenance personnel boarded the aircraft within minutes. While I was on board and all passengers had left; maintenance started the number two engine and it produced smoke once again essentially replicating the event we had just experienced. Myself and the crew then left the aircraft. I debriefed with the first officer and flight attendant and commended them on a job well done.




Synopsis: Dash 8 Captain reported ordering all passengers to exit through the main cabin door after noticing smoke in the aircraft following engine start.
Date: 202010
Local time of day: 0601-1200
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On final there was a near midair collision. We turned final and base without being cleared to land. Our radios had shut off and the pilot in command had thought he had heard a clearance to land; but he had not. A Cirrus in bound on a straight in final had to go around to avoid the collision.




Synopsis: C172 Flight Instructor reported a NMAC during final.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: 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 Weather / Turbulence
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Lack of pre-flight information from dispatch regarding area of volcanic ash.On van ride to airport a flight attendant told us that a volcano erupted somewhere on the Aleutian chain. When we got to airport and reviewed flight plan; I noticed a 'southern' route on flight. Figured it was due to volcano. No notes or information about this on bottom of flight plan. Only information regarding this was the separate volcanic ash report. With this in mind I was going to call dispatch but it was getting toward departure time. I knew I had plenty of time to contact dispatch when airborne by SATCOM. Equal time point airports for the flight were ZZZZ1/ZZZZ2; then ZZZZ2/ZZZ. I know these airports are for flight planning legality only. Called dispatch about an hour after we got airborne and asked about other potential airports in case of divert. I said it looks like ZZZZ2 or ZZZZ3 would be ok; but that ZZZ1 may be a problem. I made the statement to dispatch that if we were south of ZZZ1 and had a problem; then we most likely would have to go to ZZZ. Dispatcher's answer was 'yes'. Nothing else said. So even though ZZZ1 was closer we might have to go to ZZZ because of ash? 'yes'. I then asked about rides since there were 3's and a 4 on the flight plan. I had noticed the area and altitudes of bad rides on the flight plan. He said he just got on; had not heard anything; and would send me information if he got it. We did receive 2 reports from him at lower altitudes than we were filed for.I just feel that the dispatcher should have been willing to give us more information. I felt it was like pulling teeth to get anything from him. Why were there no notes on the flight plan? Why not a message to call (yes; I know it is also my responsibility) and discuss area of volcanic ash and when/where are the best divert airports?I would have thought some sort of update during the flight might be appropriate also. Yes; we were not flying near the area of volcanic ash; but again; an update would have been nice in case of a possible divert.I am new to this long haul flying. I know dispatchers handle a lot of flights. I have called dispatch and there are times when I feel they give me great information and a lot of it. Then there are times I have called and I feel that I am disturbing them.




Synopsis: B787 Captain did not receive adequate information on volcanic ash and possible diversion airports from Dispatch.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Cruise autopilot disconnected due to Hydraulic System 1 Off alert and 60% loss of hydraulic fluid in System 1. During configuration we lost more fluid and after landing and clearing the active runway we received the Hydraulic 1 Fail alert and had only .9 gallons of hydraulic fluid remaining in System 1. We elected to get towed to parking from Maintenance. No problems overall with the crew; ATC; or handling of the situation.




Synopsis: An MD-10 lost of #1 Hydraulic System. An emergency was declared and a normal landing ensued.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 40
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing roll out
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Weather; Procedure
Primary problem: Procedure

Narrative: Lost directional control on landing rollout (ground loop). Had a slight quartering tail wind. Was approaching from the south as there are fewer obstacles when landing on this narrow 1800ft strip. Aircraft departed the runway to the right. Did not do a full ground loop but sunk into an earthen drainage channel off the side of the runway. There was no damage to the aircraft that would require a report. Fortunately there was no prop strike but it was close. My error was that the aircraft was not fully stalled at touch down and the tail wheel had not made good contact with the runway surface. I should have held it off the runway surface a bit longer to achieve good slow speed directional control. A contributing factor is that the standard cub brakes are not very good. Better brakes would have allowed me to stop before sinking into the drainage channel.




Synopsis: J3 Cub pilot reported that a ground loop and runway excursion resulted after landing with a quartering tailwind.