elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: BWI.Airport, MD
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Human-Machine Interface
Second reporter function: First Officer
Anomaly: Ground Event / Encounter Vehicle; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Weather
Primary problem: Weather

Narrative: We were pushing back from Gate XX at BWI. The Safety Zone and gate area were clear of ice; but the taxiways were still covered with a layer of ice. Everything was normal up through the start of the second engine. About the time Number 1 engine started to roll back; the tug began to slow at what appeared to be a normal rate and location; but instead of stopping the airplane began to move back forward. I said something to the Tug Driver and; at the same time; the First Officer said the Marshaller was signaling us to stop. I applied the brakes and the airplane stopped. The Tug Driver said that the tug had lost traction and began to slide and he couldn't stop it. The tug had jack-knifed; the tow bar was bent and broken; and the tug's cab had scraped the front of the airplane. We shut the engines down; he called his Supervisor and I called Maintenance. Ground personnel arrived and removed the tow bar and tug; and checked the nose gear for damage. We then started the engines and taxied back to the gate. Maintenance inspected the scratch on the radome and wrote it up. We then pushed again; but waited to start the engines until the push was completed and the brakes were set. The rest of the trip was uneventful.With the icy ramp; we should have waited to start the engines until the push was complete and the brakes were set. Maybe the ramp and taxiways could be cleared better. ACARS Field Conditions report said the taxiways were dry; and the airplane taxied okay; but it was obviously still pretty slick. Also; could the tugs be fitted with chains? That might have prevented the tug from sliding.


Second narrative: [No additional information was included this narrative].


Synopsis: When the B737-700 flight crew started engines during pushback on a slippery ramp the thrust of the engines overcame the coefficient of friction of the push back tug's tires and the jet rolled forward striking the tug and breaking the tow bar. Damage to the aircraft was cosmetic only and the flight departed after separation from the tug and an inspection.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ; TFR ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Police / Security Involved
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: It was a VFR day beautiful day and like several times before I departed the Airport to go practice maneuvers - stalls; lazy eight and chandelles and slow flight in the NW practice area. This was local flight I admit I did not check the NOTAMs.After I completed the maneuvers I was headed to the VOR to practice holds; at that point was intercepted by a fighter jet and complied with his instructions to land at ZZZ airport.When I was at the right base for runway 28 the fighter jet instructed me to call him on the CTAF when I landed - which I did.Following that; I put my plane in my hangar. When I was driving away from the hangar on the ramp area; noticed two cop vehicles behind me and 2 in front; hence stopped and they informed me that I busted the Presidential TFR and that the Secret Service person is on his way to interview me.The Secret service agent comes 1.5 hours later and conducted an extensive 1 hours interview.For me; this ordeal - lesson learned - check NOTAMs even for local flights to practice area!!




Synopsis: C210 pilot reported being intercepted by a military jet and instructed to land at the departure airport. He was informed that he had violated a presidential TFR.
Date: 201710
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E A80
ATC / advisory: TRACON A80
Second aircraft: Commercial Fixed Wing
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Handoff / Assist; Enroute
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: On final jump run at 13;500 feet; I saw an airliner climbing up through our drop zone toward the northeast. I've been flying skydive operations every weekend for almost three years. I follow the same procedure at all times and maintain constant communication between ATC and advisory. No one gave us any kind of alert that traffic would be coming through drop zone and when I notified ATC they paused. After a few seconds I asked if they copied my traffic report and they did confirm. Nothing else was said regarding the matter. I am very diligent about complying with ATC instruction and suggestions when I fly skydive operations and they are very good at giving me a nice picture to visualize if anyone is in the area. This is the closest I've seen an aircraft that was unexpected in our drop zone.


Second narrative: I was performing the handoff functions for the sector. When I acquired the position it was fairly busy already. Aircraft X called for radar services however the controller was too busy to acknowledge the aircraft. I was busy answering landlines and coordinating other aircraft. I don't believe the controller was even able to acknowledge the aircraft at all. After a few minutes Aircraft X indicated that he was almost hit by a commuter jet. Aircraft X was VFR. I didn't have a chance to point the aircraft out to any adjacent sectors due to work load.A third sector needed to be opened for frequency relief however there was not enough staffing to accommodate this.


Synopsis: Skydiving pilot and TRACON Controller reported an aircraft was permitted to fly through the skydiving operation active jump zone.
Date: 201809
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Emergency Light
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: [In] the 777 Flight Manual; it describes the guarded Cabin Emergency Lights Switch which is located at the aft most flight attendant seat on the starboard side of the aircraft. According to the flight attendants I flew with; they said this plastic guard over the switch was removed between [time] to the present. Because of this; we had a passenger accidentally bump into the switch which caused all the emergency lights in both the cabin and cockpit illuminate. We turned off the emergency lights switch in the cockpit but that did not help because the Cabin Emergency Light Switch has priority. The only way to keep the lights off was for a flight attendant to physically keep pushing in on the button... and we had 7 hours to go in our night flight. Every time the flight attendant relaxed her pressure on the switch; the lights went back on. It was like a disco in the cockpit and cabin with the emergency lights going on and off. It was very distracting in the cockpit.We made a SAT call to [Maintenance Control] hoping we could pull a CB (Circuit Breaker) but he said there was nothing he could think of to turn the lights off. This has happened to one of our flight attendants before. She said last time they jammed a straw into the switch. So; one of the flight attendants grabbed a straw; folded it up; and jammed it into the switch so it remained in the in position; thus keeping the lights off.This seems like it could be an ongoing problem with no plastic guard over the switch and I can see it happening again. My question is why did we remove the guards that could have prevented this problem. My second question is why is this new design without the guard not listed in our Flight Manual?




Synopsis: B777 Captain reported the guard had been removed from the Emergency Light Switch and a passenger accidentally activated the emergency cabin lights with no means to deactivate them.
Date: 202101
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: A passenger in seat X was displaying COVID-19 like symptoms. He stated that it was asthma.  We contacted the company and the ground security. The ground security coordinator contacted medlink and med link advised the ground security coordinator to remove the passenger from the flight. I made an announcement in regards to what happened. I explained to the remaining passengers that if they wanted to disembark the aircraft because of the situation they were allowed to. Only one person left the aircraft. When we got to ZZZ1 we found out that indeed it was only asthma.




Synopsis: Air carrier Captain reported a passenger was removed from flight after exhibiting COVID-19 like symptoms.  Post flight; the crew found out the passenger did have asthma.
Date: 202005
Local time of day: 1201-1800
Location: DPA.Airport, IL
Flight conditions: VMC
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Other VFR Traffic Pattern
Airspace: Class D DPA
ATC / advisory: Tower DPA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Local; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was on short final when they reported a possible UAS at about 1000 feet; 200 to 300 feet over the train tracks on approach end of the runway. The pilot did not report proximity; but did not sound concerned and continued in the pattern. A P28A following was given an advisory about the reported UAS; but could not confirm a sighting. Both aircraft were switched to a different runway to prevent them from overflying the area until police could investigate. Notify authorities immediately; especially when in close proximity to a critical phase of flight; such as approach or departure. From notification by the pilot until the Controller in Charge called was about 10 to 15 minutes due to trying to get a visual sighting of the UAS.




Synopsis: A Tower Local Control trainee reported an aircraft reported sighting a drone in the Tower airspace.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started climbing from 34000 feet to 36000 feet; working our way around thunderstorms. We got a strong acid smell and haze in cockpit. The First Officer was [the] Pilot Flying. We put on Oxygen Masks and established communication. I instructed the First Officer to fly the aircraft. I would talk to ATC and work the situation. I saw ZZZ on my screen and to the west; the weather was clear. I typed in direct ZZZ. I asked ATC what runway was in use. I pulled up the runway Final Approach Fix. We flew maximum forward speed until a few miles from the Final Approach Fix; coupled ILS auto land; flaps 25; [and] maximum auto brakes landing.


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


Synopsis: B757-200 flight crew reported diverting due to smoke in the cockpit.
Date: 202103
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
ATC / advisory: Tower ZZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
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 Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately at 6;000 feet; the 'L HYD Quantity' message and light illuminated. Shortly after we received the 'L HYD RES/PRESS' message and light. We requested priority handling and leveled off at 7;000 feet. While returning to the outer marker of our departure runway to hold we began performing the QRH checklist for the loss of the Left Hydraulic System. After determining we loss only the Left Hydraulic System but; the aircraft was safe to fly; we contacted Operations Control and Maintenance Control. The aircraft was overweight and required a significant fuel burn off to land below the Structural Landing Weight of the aircraft. Maintenance Control; Operations Control and the crew determined together that landing at ZZZZ was the safer course of action based on many factors. We received a release to divert to ZZZZ and continue to hold for another :45 minutes to finish the fuel burn required to land below the structure landing weight. The landing was uneventful and the runway was closed for around twenty minutes. Fire rescue gave the all clear and the aircraft was towed from the runway to the gate. Maintenance found two hydraulic leaks; one hydraulic flex line in the left gear well and the other leak was from left engine hydraulic pump.




Synopsis: B757-200 Captain reported loss of Left Hydraulic System quantity and pressure resulted in a diversion and hold to burn off fuel; followed by a precautionary landing.
Date: 201503
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower IAH
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After receiving our weights and takeoff performance; we were cleared to push for a runway 9 departure. Our performance was for RWY 9 with flaps 1. It was entered using the GW (Gross Weight) from the aircraft performance page. I was instructed to only start the #2 engine and we'd start the #1 as soon as we started rolling so we could get to the runway faster. When ready to taxi; ramp control instructed us to taxi to spot X for 15L. I quarried her since our initial assignment was Y. She changed the taxi instruction to spot ZA for runway 9 which is a very short taxi. I immediately began the delayed engine start followed by the after delayed checklist. By this time; we were at spot 22 where I switched to metering; followed by the tower frequency. I listened up on the FA intercom to make sure they were ready. The tower cleared us for takeoff. I ran the before takeoff checklist. After lining up with the runway; the Captain advised that it was my airplane. I spooled up the engine as per procedures then pressed the TOGA button and stated set thrust. I removed my hands from the throttle and the CA confirmed the power. At this time my attention is outside the airplane to maintain the centerline. I noticed the CA reach over and moved the flap lever from 1 to 5. I asked why he did that. By the time he responded; we were approaching 100 kts. He pointed to flaps 5 on my takeoff page. At this point; the safest thing to do was fly the airplane. Once airborne; he said that he'd received a new performance uplink and had sent for new numbers while I was starting the #1 engine. I looked down and saw both weight printouts. The first showed flaps 1 and the 2nd showed a higher GW (still less than the aircraft GW) and flaps 5. I estimate we were moving 10-20 kts when the Captain moved the flaps from 1 to 5.




Synopsis: B737 First Officer reports a rushed takeoff caused by a short taxi with a delayed engine start. During the event the Captain had sent for new takeoff data which showed a flap setting change from 1 to 5. As the First Officer begins the takeoff roll; the Captain moves the flap lever from 1 to 5.
Date: 201403
Local time of day: 1801-2400
Location: SBGR.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON SBGR
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Full takeoff power used; no derates on takeoff power or climb power.  Aircraft just made restrictions on SID even with extra power.   Terrain was avoided vertically before turn away from SE procedure. This SID should be prohibited until the SE procedure is addressed if reduced power is used on the BGC2A.  BGC2A requires Takeoff NO DERATES to position the aircraft at a safe altitude before turning away from required SE procedure.




Synopsis: B777 Captain reported his aircraft 'just made' the BGC2A SID restrictions even with full takeoff power; which was not required by the procedure.