elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 0601-1200
Location: AZO.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E AZO
ATC / advisory: Tower AZO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Around noon I was performing an aerial photography mission and with the low ceilings and turbulence; I got too low while shooting and circling over my target. Apparently a drone operator was operating in the same vicinity and complained that I was flying too low! I think at one point I might have been 6-700 feet AGL momentarily in an area that might have been considered a congested area depending which side of the road you were on. I see up and coming issues with drones down low in the boundary layer conflicting with low flying aircraft. They are starting reach up close to our operating bands.I will be watching my altitude more carefully and for drones in my airspace too.




Synopsis: Aerial survey pilot; operating at 600-700 feet AGL due to weather; is informed after the fact that he may have flown too close to a drone operating in the same area.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 25
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At cruise at 8;000 ft. in VMC my daughter; the front right seat passenger at the time; unknowingly reached down to adjust her seat with her left hand; and with her right hand grabbed the control stick to pull herself forward. This caused the autopilot to disconnect and put the airplane into a series of three nose high and nose low attitudes; whilst her hand pushed back and forth on the stick. My seatbelt was loose as I was turned to get something from the rear seat and I; the PIC (Pilot In Command); was thrown into the ceiling striking my head several times. My wife; who was in the rear passenger seat helping me retrieve the item I was attempting find; was unbuckled as well and was thrown around the rear of the airplane. In hitting roof of the airplane; I cut my head and was disoriented but did not lose consciousness. I queried ATC to ask if they still had us and told them what happened. I initially requested clearance to return to our departure airport; but subsequently on assessing our injuries I elected to continue to ZZZ and [requested priority handling]. Approach and landing were uneventful and an ambulance was requested to meet us on arrival.




Synopsis: SR22 pilot reported passenger grabbed control stick while adjusting seat.
Date: 201902
Local time of day: 1801-2400
Flight conditions: Marginal
Weather elements / visibility: Icing; Turbulence
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Pneumatic Valve/Bleed Valve
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
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll (Max Power due to environmental conditions); and at approximately 80 knots; PF (Pilot Flying) noticed Amber EICAS Message R ENG HI STAGE alert. PM (Pilot Monitoring) was making the '80 knots call' and noticed immediately the alert also. PF announced and performed rejected takeoff procedure.Minimum brake was used due to very strong headwind component and lighter than usual aircraft; and the distance to the runway exiting taxiway. Aircraft was slowly taxied to the next available exiting taxiway.PF taxied aircraft to parking. During taxi; PM reviewed the ENG HI STAGE QRH checklist. However; with synergetic input from the PF; it was decided to wait until parking at the gate to see if Maintenance personnel would like to troubleshoot the issue with the engine configuration at time of the failure.All other operational procedures were performed and the aircraft was secured at the ramp.




Synopsis: B-757 Captain reported a rejected takeoff due to an engine bleed fault message.
Date: 201905
Local time of day: 1801-2400
Location: PAO.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower NUQ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Airport; Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: I was working Local and CIC position. I got a call on the shout line from NUQ Tower asking me if I had their traffic in sight; Aircraft X. I looked out the window because it had a Low Altitude alert and saw the aircraft when they were around PUDBY intersection and I told them I had them in sight. Aircraft X was landing/dep. 14 at NUQ and we were landing/dep. 13 and we are 5 miles apart. At the time I had an Aircraft Z and Aircraft Y in traffic pattern; the Aircraft Z was doing a touch and go; and soon after I cleared the Aircraft Y I kept Aircraft X insight outside the window but did not correlate the altitude with the radar. I noticed the Aircraft X has not started their turn to base; while my Aircraft Y was on the departure end so I told the Aircraft Y to start his crosswind turn and stop his climb. Once the Aircraft X started his base turn 1/2 mile in my upwind; NUQ did say he had my Aircraft Y insight. Aircraft X had Aircraft Y in sight but I did not give traffic to the Aircraft Y; which I believe played a crucial part in this. The Aircraft X overflew the Aircraft Y when they were turning downwind. The Aircraft Y was at 600 ft and Aircraft X 800 ft. I recommend that aircraft that are circling west of NUQ landing 14 during VFR conditions should cross PAO field above 1300 for local PAO traffic.




Synopsis: PAO Tower Controller reported a NMAC between an aircraft in their pattern and an aircraft deviating from the adjacent airports final approach course.
Date: 201509
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C MDW
ATC / advisory: TRACON C90
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Approaching KEMPZ level at 5;000 feet on the ENDEE 3 Arrival; ATC said the RNAV Y 31C was available and asked us if we wanted it. We said yes and he cleared us for the approach and to cross KEMPZ at 4;000 feet. I quickly rushed to change my approach page in my EFB to the RNAV Y then went to program the FMC. I put KEMPZ in the LEGS page under the active KEMPZ; verified and executed; but got a discontinuity. I tried it again and it worked the second time. When I looked up from the FMC the aircraft was climbing; I have no idea why or what altitude it was climbing to. It got about 150 feet high. We corrected back to 5;000 feet but still had not put 4;000 feet in the box. We went over the routing; verifying FMC to EFB; and the FO stated we were supposed to be at KEMPZ at 4;000 feet as we were quickly approaching KEMPZ. I tried to ALT INTV but the aircraft did not start down. I was about to go manual by the time I realized I had not set 4;000 feet. By this time we were inside of KEMPZ. The FO asked if he should say something to ATC but I told him the aircraft was starting down now and we should be able to get back to profile. We quickly did; about the time ATC said we should have crossed KEMPZ at 4;000 for holding traffic. Flew uneventful final to landing. In our debrief after the flight we realized by accepting the RNAV we put ourselves in time critical situation. Calling up EFB; FMC; the aircraft climbing and modifying IAF; we should have just stayed with vectors. Once we realized we were going to be high I should have encouraged the FO to communicate quickly instead of just being satisfied with re-establishing profile.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: B737-800 flight crew reported they failed to make a crossing restriction on the RNAV Y Arrival to MDW when they got distracted with late runway change programming.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After takeoff the First Officer (Pilot Flying) commanded 'Slats Retract; After Takeoff Checklist'. After confirming the speed; I reached to retract the slats. The slat handle was extremely stiff which made it very difficult to retract them. It took me several attempts and eventually two hands to retract the slats. During the same time I had a radio call hand-off from Departure to Center. After doing the After Takeoff Check and checking in with Center; I noticed the altitude was climbing through approximately 5;200 FT. Since; our assigned attitude was 5;000 feet; I notified the First Officer of the deviation; which he immediately started to correct. The maximum deviation was approximately 5;400 FT and only lasted a few seconds. We leveled normally at 5;000 FT and continued with the flight uneventfully and with no call from ATC because of the altitude deviation. I know the combination of trying to retract the slats; doing the After Takeoff Checklist and making radio calls while flying the departure; was a big distraction for both me and the First Officer and contributed to this deviation. I know if [I] and the First Officer had not been distracted by the Slat/Flap handle that this altitude deviation would not have happened. I have had other instances where the Slat/Flap handle has been difficult to move because it was too stiff or tight to move. I think if this problem can be addressed by Maintenance; situations like this would not occur on takeoff or landing.




Synopsis: A Captain reports about the difficulty he encountered when he tried to move the Slat/Flap handle to the retract position after takeoff on an A300 aircraft. After several attempts and using two hands to move the handle; he realized they would climb through their assigned altitude. Pilot also noted previous instances of Slat/Flap handles being too stiff or too tight to move.
Date: 201305
Local time of day: 1801-2400
Location: ZZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 100 miles west of ZZZZ enroute at FL390; a distinct electrical smell became noticeable in the cockpit and in the cabin as far back as the 2L door.  Since the pilots and the flight attendants were unable to locate the origin; the Captain declared an emergency and we landed uneventfully in ZZZZ.


Second narrative: At about 100 miles from ZZZZ at FL390 smelled strong electrical smoke in the flight deck.  Just started to investigate the source when the Flight Attendant called to say they had a strong odor of electrical smoke by the 2l and 2r doors. Asked the Flight Attendant to try to identify the source then ask ATC for vectors toward ZZZZ just in case.  After a few minutes of looking for the source with no luck; declared an emergency and ask to divert to ZZZZ.  Landed uneventfully in ZZZZ.


Synopsis: B757-200 flight crew reports smelling strong electrical smoke in the flight deck at FL390.  The flight attendants also report an odor at the 2L and 2R doors.  After a few minutes of looking the crew elects to divert to the nearest suitable airport.
Date: 201411
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our PDC stated that we were cleared via the ZZZZZZ 2 departure out of ZZZZ.  This is a southwest bound heading off of runway XXL.  It was my FO's leg and she briefed us on the departure and the heading.  We were cleared for takeoff and once airborne I pushed the heading button which was set to the required heading.  My FO then began a right hand turn and asked me to hit the nav button.  I was asked to do this during my after takeoff flow and didnt even think twice about her request to nav her up.  The airplane then began intercepting a track to ZZZZZ on pink needles which is before ZZZZZ1.  ATC then told us to go direct ZZZZZ1 at 3000 FT.  We were at 1800 FT when ATC gave us these instructions.  I remember thinking that something didnt seem right.  ATC then asked us why we were already starting the turn before 3000 FT.  At this point we were trying to correct back to the 237 heading.  Atc then came back and instructed us to go direct ZZZZZ1 at that time.  He then questioned us on what we were doing.  I said that we were going to ZZZZZ and he said that the PDC was to fly the departure which stated a southwest bound heading. He then siad he had to file a report and that no other aircraft were in the vicinty at the time.  We then switched frequencies and continued to ZZZ1.  Some threats is that we were a new crew operating our second flight toghether.  I felt confident in her ablity as a pilot and when she asked for the nav button to be pushed I did what she asked for.  I thought maybr she herad a clearence that i didnt and i just did what she asked for without questioning it.  I should of inquired about it and verified before pushing the nav button.  The big error that occured; was that we were on the wrong heading and not following our clearence.  We deviated from what we were suppose to be doing.  Once we were informed of the error we began correcting.




Synopsis: EMB-145LR Captain reported deviating from cleared track on departure when the flying First Officer called for LNAV prematurely.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuselage Skin
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Procedure

Narrative: I work midnight shift at ZZZ airport. On the night I was assigned an A-Check on a B737-800. I performed the General Visual (G/V) walk around inspection on the aircraft. I was informed later on; that an area of corrosion was found on the left aft side of the fuselage; just aft of the lav motor exhaust port. I do not recall noticing evidence of corrosion on my walk around. I started the inspection at the nose of the aircraft and walked down the right side inspecting the fuselage; engine; wing; and gear; around the tail and continued on the left side inspecting fuselage; wing; engine; and gear. Conditions at the time were dark since I work midnight shift and the area of concern was painted gray. I performed my walk around using my flashlight. [Line] Gate.




Synopsis: A Line Aircraft Maintenance Technician (AMT) was informed that corrosion was found on the lower aft fuselage skin; just aft of the Lavatory Motor exhaust port on a B737-800 aircraft. He had previously accomplished an A-Check and walk around inspection on midnight shift using a flashlight.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: [Airport] construction in progress. We were instructed to turn right off Runway. We were issued the following clearance; 'cross Runway 11 on F.' During the rollout I thought I heard the Tower clear a small aircraft to land on Runway 11; but I was not certain. We were cleared to cross Runway 11. We used company clearing procedures and stated 'Clear to Cross.' I heard [Company] STOP! STOP! I said to the Captain; Stop! Stop! Stop! The aircraft was rolling and I stomped on the brakes. I told him ground was yelling [Company] STOP. About that time; a Cirrus passed the window in a go around.We followed the taxi clearance. I always write it down and have it in front of me. We followed the clearing procedures. The Tower had cleared a plane to land and Ground must not have gotten the message. Small aircraft can sometimes be hard to see. I have observed that many of them do not turn on lights for landing unless it is dark. The airport was unusually busy with small aircraft that day and Ground was very busy.




Synopsis: CRJ700 flight crew; cleared to cross an active runway; stopped when Ground Controller subsequently issued an urgent command to stop due to another aircraft having been cleared to land on the same runway. Landing aircraft executed a go-around.
Date: 201905
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Passenger; Person Flight Crew
When detected: Pre-flight; In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: There was an odor in the aft lavatory prior to boarding. It was inspected by the First Officer and FA-2 (Flight Attendant). First officer said we can board and takeoff with odor. In-flight the odor got strong. I; (FA-2); notified captain immediately. Passengers began to complain. First officer came out of flight deck to observe smell and he could smell the odor as well. FA- 1 came to observe the smell and her eyes started burning. Captain then advised we had to divert to ZZZ. Oxygen was administered to FA-2 because she was lightheaded with burning eyes and a headache. Paramedics met the aircraft in ZZZ.




Synopsis: B737-800 Flight Attendant reported an odor that had been deemed acceptable to depart intensified later in flight; which resulted in a medical issue and a diversion.