elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 1201-1800
Location: TIP.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM TIP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I landed at TIP to refuel on Runway 27. The winds were favoring Runway 27 and Runway 36. The winds were from 310 degrees; and favored Runway 27 slightly more. However; Runway 27 required a back taxi full length from the GA ramp; and there is a taxiway to Runway 36. I elected to depart Runway 36 due to taxi options. I was monitoring the UNICOM frequency all the way from the GA ramp to Runway 36 and on takeoff roll. I announced on the UNICOM frequency that I was departing Runway 36. I heard no announcements from the Air Tractor while taxing; during engine run-up; and takeoff.On takeoff; my wife; who is a pilot; called out the Air Tractor; then I saw the Air Tractor; and at the same time someone called out the possible collision on UNICOM. I look down at my air speed indicator; and decided I had enough air speed to rotate. I lifted off and banked slightly to the left to miss the Air Tractor on landing roll through the runway intersection. I completely missed the Air Tractor; but I do not know by how much.Because the C-172 is a high wing aircraft; my view of Runway 27 was restricted after lining up on Runway 36. It is my guess that the Air Tractor landed long on Runway 27 to reduce his time to get to his reloading point. I have no idea how he approached Runway 27. Air Tractors were being serviced in an area south of Runway 27 and west of Runway 36. Another Air Tractor was being reloaded during my taxi to Runway 36. There was once a taxiway to Runway 27 from the GA ramp; however; an office building was built in the northwest of the runway intersection and southeast of the museum. Therefore; the original taxiway was fenced off by an access road and fence.




Synopsis: C172 pilot departing Runway 36 reports a near collision with an Air Tractor landing Runway 27. An early rotation allows the C172 to overfly the Air Tractor at the intersection. No communications were heard on the CTAF from the Air Tractor pilot.
Date: 201301
Local time of day: 1801-2400
Location: CZQX.ARTCC, NF
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Troubleshooting; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 3:30 into flight at approximately N60/W30 we lost both autopilots and all FMS displays went blank. The ECL [Electronic Check List] for LANDING ELEVATION UNKNOWN appeared and we complied with this short checklist. This was NOT the problem. We got one autopilot working and both FMSs came back on so we reloaded the flight plan and [when complete] were a maximum of 5 NM to the right of course. We aggressively returned to course while we used SATCOM to call Maintenance Control and Operations. Maintenance advised they had already noted that we appeared to have lost our AIMS [integrated Airplane Information Management System] which controlled all/most of the lost items. I determined we were safely flying and navigating [well enough] to continue the mission. Gander SELCAL'd us and asked for a position report as one of the many things we lost was the CPDLC. We explained we were experiencing MINOR electrical problems and to please give us one minute to compile and provide the report.


Second narrative: This caused us to lose our magenta line on our Navigation Display (ND). We saw we initially had a loss of VNAV and LNAV flight director commands as the autopilot basically went to a pitch and power setting.We tried changing autopilots as well as changing our FMC control (from left to right); and this got us our magenta line up and running. We determined we got no more than 3.5 miles off course centerline while this took place; and there were no traffic conflicts near us. We continued on with the flight as we were now back with full navigational capability.


Synopsis: A B777-200 flight crew suffered the partial loss of one AMIS (Aircraft Management Information System) enroute over the Atlantic and a minor track deviation resulted before they could re-establish navigation and control functions.
Date: 201512
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During the safety briefing the interior of the aircraft experienced toxic fumes penetrating the cabin. I was in the area of row 20 and suddenly smelled very strong noxious fumes as the plane backed away from the gate. I immediately ran forward and gestured to the A FA and other FAs to stop the briefing and notify the flight deck. By then; the odor had penetrated the cabin and passengers began to ring their call buttons while fanning air around them to breathe. Many had their faces covered in their shirts trying to filter the air. The A FA informed us via the flight deck that the plane needed to proceed toward taxi in order to get clean air into the cabin. The air eventually did improve although there was a visible haze in the aft galley at takeoff. All FAs onboard reported feeling light-heated and dizzy throughout the flight. After 10;000 feet we were notified that a passenger was vomiting. She reported feeling fine when she boarded. Another passenger in reported having a headache after the event. Other passengers expressed concern regarding whether the aircraft was safe to fly. The Captain did address the event with the passengers after 10;000 feet. I continued to experience several incidents of light-headedness throughout the day and into the evening following the flight.After speaking with the Captain about the event; it became clear that the flight deck was not made aware how bad the fumes had become in the cabin as not enough information had been communicated. Since the odor filled the rear of the cabin first; I should have gone forward and spoken to the Captain directly to ensure that he was getting all of the information so he can make an informed decision and take appropriate action.




Synopsis: B737-800 Flight Attendant reported some passengers and crew were affected by fumes in the cabin.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Main Gear Wheel
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Chart Or Publication

Narrative: I was notified July 2012; that bearings were incorrectly installed on (4) B747-400 main tire/wheel assemblies; inboard side. Four; B747-400 main tires were built in July 2012. Two have been located and brought to the Shop and two remain out in the system. The one tire assembly that I worked on has not been verified with wrong bearing; but all four were built on the same day.


Second narrative: Today I was notified that a wrong bearing was installed on the inboard side of a B747-400 Main Tire. There were 4-each built in July 2012. Of the four built; two are in the Tire Shop and two are in the system. It has been confirmed the remaining two are not in ZZZ. I was not aware a mistake was made until I was notified by my Lead.


Synopsis: Two tire shop mechanics were informed that four B747-400 main tire/wheel assemblies that were built-up in their shop; were found with incorrect wheel bearings installed on the inboard side.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: During flight unexpected moderate rime ice was encountered. Upon encountering the ice I requested a higher altitude of 13;000 [feet] to attempt to escape the conditions which ATC approved. However; at that point; buildup had accrued and the aircraft was struggling to maintain 12;000 [feet]. I then requested 11;000 [feet]which Center also approved. The aircraft continued to have difficulty maintaining altitude and fell below the minimum IFR altitude for the area several times resulting in a terrain alert and several terrain vectors from ATC. An aircraft coming from the other direction advised that the area a couple miles ahead from the aircraft's current position was clear; so I elected to get to that area and the rest of the flight was completed normally. Lack of positive icing PIREPs in the vicinity of the route of flight informed that encountering icing would be unlikely. In the area where the icing occurred it seemed that the combination of location and temperature were contributing factors.




Synopsis: C182 pilot reported receiving terrain alerts when his aircraft was unable to maintain safe altitude because of ice accumulation.
Date: 201503
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Turning to final for runway 9L; a 90 degree turn at 3000 feet with autopilot on; the autopilot reverted to CWS and the bank angle went to 45 degree before the autopilot was disconnected and roll was reduced. We stabilized the approach and continued to visual landing.  We are not sure the reason for the roll mode reverting to CWS but might have deselect heading select when turning the heading selector.




Synopsis: B737-800 Captain reported the autopilot reverted to CWS during a turn to final; and the bank angle went to 45 degrees.
Date: 201911
Location: ZZZ.ARTCC, US
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise at 16;000 ft when all of a sudden the cabin altitude went from near 0 to 2;000 ft per minute for a very short time and then re-pressurized. It did this two additional times; except on the third time it was a rapid depressurization and the cabin altitude continued to climb. We got the cabin altitude light on the MAP and immediately donned our oxygen masks and requested 10;000 ft MSL from Center. We worked through the QRH for cabin not pressurizing. We tried switching to the manual pressurization mode but it did not make a difference. We ended up turning the bleeds off and turned the cabin dump switch on before landing. Sudden depressurization of the aircraft; light on MAP The outflow valve could have potentially been stuck. It might have something to do with the very cold temperatures. Immediately don oxygen masks and descend to lower altitude; and then start troubleshooting the issue. Possibly periodic inspections of the pressurization system components.




Synopsis: SA-227AC First Officer reported that a pressurization problem resulted in an expedited descent.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
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: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant; Person Ground Personnel
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: As the crew was leaving the plane one of the ground personnel told the whole crew (very loud and rudely) that one of our passengers was wearing a bandanna as a face covering. We were not aware during boarding; no one had a bandanna on. I told him we cannot police everyone changing masks. I personally believe he changed it as they were leaving the plane as I never saw a bandanna on anyone as they deplaned. Flight Attendant C handed a mask to the gentleman that we saw in customs wearing a bandanna mask. She had one and asked him to wear it instead of the bandanna.




Synopsis: Flight Attendant reported being told by a ground person that one of the deplaning passengers was wearing a face mask that did not meet regulations.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin pressure landing elevator fault; GW XX LBS on lower panel; First Officer NAV Display no map. First Officer FMGC froze. First Officer RAD NAV page froze. Told ATC no RVSM requested lower altitude. Contacted Dispatch and Maintenance Control reset FMGC circuit breaker per Flight Manual procedure; no luck. Captain FMGC worked fine. Captain switched to pilot flying and landed uneventfully.




Synopsis: A320 Captain reports FMGC2 failure at FL390 along with related system faults and failures. An attempted reset of the FMGC is unsuccessful and the flight continues to destination below RVSM airspace.
Date: 201505
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; 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 Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During the climbout; the EICAS message Pack 2 OVLD appeared 3 times; but cleared itself within 5 seconds. Upon appearing the 4th time; we ran the QRH for Pack Overload. It lead us to turning the temp knob to the 12 o'clock position and turn the pack off. After waiting 2 of the 3 minutes required by the QRH; the flight crew smelled smoke and saw smoke in the cockpit. We followed the procedure for smoke in cockpit and called the Flight Attendant (FA). She confirmed that there was also smoke in the cabin. We diverted to a nearby airport and were met by Emergency Personnel. They stated that there was no smoke or fire coming from the airplane. At this time the smoke had disappeared; so we taxied to the gate and deplaned.Threats included; smoke in cockpit and cabin; extreme workload; emergency decent; noise level in cockpit while wearing oxygen mask; an EICAS message misleading us to figure out what was wrong. Errors included not finishing QRH before landing.After tracking down previous crew to fly this aircraft; it was discovered that they had experienced pack related anomalies the day before and had not written anything up. It should be recognized that the constant barrage of the phrase 'On-time Performance' may be developing a culture among crew members to believe that the company values performance over safety. Therefore even if something is recognized as requiring safety; it should be overlooked in order to protect our on-time performance; our contracts and our jobs.




Synopsis: During climbout; crew of an EMB-145 received an EICAS warning for an air conditioning Pack and ran the appropriate QRH checklist. The crew detected smoke and diverted to a nearby airport.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a ferry flight we were getting delaying vectors when we noticed that the AUX Battery was starting to get warmer than usual. I asked Approach for priority handling which they gave us immediately. The memory items were performed for this situation and the Abnormal Checklist was run. After turning the AUX Battery off the temperature continued to rise illuminating the AUX BATTERY HOT warning light. This prompted us to declare an emergency. The Captain landed and we turned off on Taxiway F; shut the plane down in the hold block and evacuated. The fire and rescue crews met us in the hold block and confirmed with thermal imaging that indeed the battery was hot. The fire crews disconnected all batteries and the plane was towed to the gate. It was determined through keeping a normal scan going throughout the flight and with the aid of the caution/warning light system. I assume this was a case of battery thermal runaway. We did everything we could to stop it but it continued. Luckily we were very close to our destination and a suitable place to land promptly. After determining there was an abnormal situation standard procedures were adhered to. Memory items were performed; checklists were run and assistance from ATC and airport facilities was requested. I do not think this can really be avoided in the future unless there is some way to inspect or replace the batteries more frequently than they currently are.




Synopsis: DHC8-100 First Officer experiences an overheated AUX battery during a ferry flight. After turning the battery off the temperature continues to rise and an emergency is declared. After Landing and clearing the runway the crew exits the aircraft and the fire disconnects the batteries.