elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Light: Daylight
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors; Procedure; Staffing
Primary problem: Procedure

Narrative: R4202 airspace did not turn on automatically on the radar scope. Numerous aircraft were through that airspace all day; and it is unknown if any were in an unsafe situation; but they went through an active restricted area all morning long; and nobody caught it until XA:00 local. One possible reason that nobody in Area 1 caught the error is because we were extremely busy and short staffed; during [a nearby aviation event]; and everyone was focused on separating aircraft and probably forgot to look at the schedule sheet. If there's anything that proves we were short-staffed; this is it. As soon as a D-Side was put in that sector (1st time all morning; there wasn't staffing available for a D-Side earlier); the sector noticed it after that. This provs having a second set of eyes Are helpful; and Area 1 needs to be staffed correctly to mitigate these errors.The MOS scheduler should have responsibility to make sure all the airspace's are scheduled correctly in the computer. Staff Area 1 correctly to mitigate these types of errors.




Synopsis: ZMP Controller reports of a Restricted Area not being posted Hot. This caused many aircraft to possibly deviate into the airspace.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Gear Lever/Selector
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing; we received a landing gear lever disagree EICAS warning message. After complying with the QRH procedure; the landing gear remained down so an air turn back to [the departure airport] was conducted. The flight landed without incident.


Second narrative: We attempted to raise the gear during the climbout and had a master caution LG/LEVER DISAGREE. We ran the QRH and returned to [the departure airport]. Maintenance inspected the aircraft and advised further testing/diagnosis would be required. We swapped tail numbers and completed the flight as planned.


Synopsis: EMB-145 flight crew encountered a landing gear lever problem after takeoff.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out everything was normal; all engine gauges in the green. Upon reaching 5;000 feet during climb my left engine gauges started to drop to the yellow arc while the right gauges started to increase slightly. While this was starting my HSI stopped working correctly and the left alternator light came on; as I ran the checklist and asked departure to stay with them. The light went out; I did not change anything and it came back on and then off about 5 times after the initial light up. I called dispatch on the radio but by the time maintenance was on the radio; the gauges were getting worse. So I told them and ATC I was needing to return. As I was flying back the left engine had a random surge to it. On final my left engine was needing a lot more throttle than the right to stay on path. I did not declare an emergency with ATC; but considering my situation I treated it as one in the airplane and was able to taxi it back to the hangar.




Synopsis: The pilot of a PA31 experienced issues with the left engine during climb and elected to return to the departure airport.
Date: 201208
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: First Officer
Human factors: Fatigue; Time Pressure
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Other Between flight assignments
Result: General Work Refused
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I had just completed a four day trip. The last two legs of the trip were all night flying. We departed from Hawaii at 1951 central time for a West Coast mainland airport; sat for approximately one hour; departed at 0227 central time and finally landed at my domicile at 0528. I then learned Crew Scheduling had placed a pairing in my line with a show time of 1512 for later that SAME day. This four day pairing began with a dead head to the East Coast followed by operating an international flight to the British Isles with no Relief Pilot. I finally got home around 0715 and was in bed by 0800. Unfortunately; my body is not a machine and I had a difficult time sleeping. In order to make a 1512 show time I would have to leave home by 1300. So I woke up around 1000 to unpack; wash; pack again; eat; etc. Around 1100 I realized that I was extremely fatigued and would not be safe to even drive to work; much less operate an airplane across the Atlantic Ocean on another red-eye. I notified Scheduling and they removed me from the trip.




Synopsis: An Air Carrier First Officer refused to fly a four day; red eye; Atlantic crossing flight sequence scheduled to begin the same afternoon of the day on which he had just arrived from a previous four day sequence; the last two flights of which consisted of a Hawaii/West Coast flight followed by an all nighter to his home domicile in the Central time zone.
Date: 201507
Local time of day: 1201-1800
Location: DEN.Airport, CO
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was cleared to land runway 17R at which time I placed the appropriate memory aid device on my runway 17R board. I turned my back on the position to converse in a discussion that was going on behind me. When I turned back to the window I switched another aircraft that was departing runway 8 to Denver departure and inadvertently removed the wrong strip holder which was the memory aid for runway 17R. I turned back to my conversation then noticed I had a departure waiting for runway 17R.I scanned my runway and did not notice any aircraft on the runway and with no memory aid on my board I cleared Aircraft Y for takeoff. Aircraft Y acknowledged the clearance and started to taxi on the runway. Aircraft X was just landing and rolling down the runway. Again I turned back to finish the conversation when Aircraft X replied to the tower that he was still on the runway. Aircraft Y was told to 'Line up and wait'. The pilot of Aircraft Y acknowledged the transmission and said that sounded better. Once Aircraft X exited the runway Aircraft Y was given takeoff clearance and departed.Distractions in the tower are normal everywhere. The Local controller should have been more attentive to the position and if a discussion was needed it should have been conducted once relieved from work duties.




Synopsis: DEN Tower Controller reported clearing an aircraft to land then joining a discussion. Controller used a memory aid to remind him of the landing traffic. Controller then did a few other things and removed the memory aid and joined the conversation again. Controller then scanned the runway seeing no traffic on it and cleared the next aircraft for takeoff. Traffic was on landing roll and the pilot advised Tower they were still on the runway. Controller told departing aircraft to line up and wait. Controller is aware of distractions and stated that he should have been more attentive to the position.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Company Policy; Airport
Primary problem: Company Policy

Narrative: Taxiing into the Safety Zone; we noticed a fuel cart in the Safety Zone that was not marked. It was in the normal position. We asked for the Marshaller to check the distance and be a Wing Walker albeit outside the Safety Zone. Taxi in was uneventful. After shutdown; I went down to check the area. The cart was marked by one very faint '90 degree' mark with pink paint. Both gates (XX and XX) in this airport have recently been resurfaced. All other markings have been painted appropriately but not the space for the fuel cart. I called the Chief Pilot on Call and we discussed the problem. We referred to FOM. This is somewhat ambiguous as to how to handle a fuel cart in the Safety Zone.  It doesn't refer to anything other than obstructions. Apparently in the Ground Ops manual; it refers to the proper marking of these carts. In a previous flight at a different airport; that I can't remember; I have seen a belt loader parked in the zone between a painted yellow line and the boundary line of the Safety Zone. On that occasion; we had the belt loader removed before taxi in. This however brings up a broader issue of what exactly is allowed in the Safety Zone and how they should be marked. Fuel carts are in the Safety Zone at many gates across the system yet they are not referred to in the FOM nor are the appropriate markings.The FOM needs to be updated to be very clear as to what is acceptable in the Safety Zone and what markings are required. Company Station Operations need to be responsible as to the status of proper markings in the gate area and; if non-standard; these items should be communicated to Flight Crews appropriately.




Synopsis: A B737 Captain reported a fuel cart in the Safety Zone not properly marked after ramp resurfacing.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: When I closed [entry] door all green indicators were completely aligned. As we were climbing the door began to make a swoosh sound that; as we continued to climb was getting louder. As I looked at the door I could see light. It was still sterile cockpit but I called the other attendants to let them know of the noise and that now I could see the outside light.My Captain said he was going to call Dispatch (or whoever they call). He did [then called] me back and said we may go back and he would again keep me posted. I continued with my service but then was notified by my Captain that we would be [returning]. When we had returned the Captain came back; checked the door with a flashlight; noted that all green indicators were aligned and that; yes; he could see the outside light. When it was good to open; mechanics were there and noticed both sides of the door were damaged and that [it appeared to have] been like this for some time. I assured the Captain that I hadn't slammed the door and he agreed that it was closed correctly. In the meantime he mentioned to me that while they were talking about how to handle this issue... The ACARS message sent to him was to have the Flight Attendant wet some napkins; put her finger in the hole; and plug it up. He commented that they did not want to have him return but he demanded; due to the safety of the plane; it needed to come back. My Captain handled the situation so professionally and the passengers were very thankful for the decision that was made. It was a calm turn around.




Synopsis: A CRJ-100 returned to its departure airport for maintenance when the Flight Attendant reporter note a 'swooshing' sound from the passenger entry door and then noted outside light visible around it.
Date: 201712
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: After a successful departure we just leveled off at our final cruise altitude and received an ACARS message with a new Final Weight Manifest that was 1;103lbs over the weights used for takeoff. We adjusted [our] aircraft ZFW and continued to [destination].


Second narrative: Final weights listed a ZFW (Zero Fuel Weight) of 138.618 and a TOG of 166.418. Takeoff data was planned for an ATOG of 167.1. At level off; we received a new final weights with the ZFW of 139.721 which resulted in a TOG of 167.521 which was over the final ATOG of 167.1. This resulted in an illegal takeoff performance value. We adjusted the new ZFW so that approach speeds were correct.


Synopsis: Air carrier flight crew reported receiving adjusted 'final weights' in cruise flight.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Glider
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Glider operations were being conducted using Runway 02 for takeoffs and landings into the prevailing wind. After being towed to the nearby hills by the tow plane I experienced electrical failure in my Glider and returned to the airport. I made a 45 degree entrance to the airport followed by downwind; base and final approach legs to Runway 02 landing as the tow plane took off with a glider in tow. Because of the electrical failure I wasn't able to announce my intentions via UNICOM. I rolled to the first taxiway and stopped; exited the glider and pulled it clear of the runway. At this time I noticed a twin turboprop commuter aircraft turning onto Runway 20 and starting takeoff roll. I pulled as far off Runway 02 as I could and held my glider steady as the commuter aircraft rotated upwind of me and passed over and to the left of me at 50 FT altitude. No damage or injuries were experienced by me. In order to avoid future similar occurrences I would recommend that during glider operations at airports all traffic should takeoff into the wind the same as the established glider operations are doing.




Synopsis: Glider pilot reports landing on Runway 2; at an uncontrolled airport; after electrical failure renders his radios inoperative. Runway 2 is currently being used for glider operations and is into the prevailing wind but a commuter turboprop elects to use Runway 20. The reporter pulls his aircraft as far off the runway as possible as the turboprop rotates just prior to the glider.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ; Class B ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ; Tower ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising along at FL360 when we got a L BLEED DUCT warning message. As we were running through the QRH we noticed that the cabin altitude was increasing. We got the CAB ALT HI caution message and we initiated an emergency descent to 10;000 feet. As we were descending; the CAB ALT HI warning message appeared which deployed the passenger oxygen masks. We continued our checklists and declared an emergency with ATC. We leveled off at 10;000 feet and contacted dispatch to let them know the situation and our intentions to continue on to destination at 10;000 feet. We had sufficient fuel to make the rest of the trip at that altitude. We were not in any icing conditions as the checklists required us to avoid. The skies ahead where clear. All thunderstorm activity was in our rear after the descent was completed. After the plane was secure; we TESTed the Flight Attendants and let them know that we were continuing; no passenger evacuation was required; and the time to our arrival. The cabin was getting a bit warm due to the packs being turned off per the QRH so our main concern was to get the plane on the ground and get the passengers off which we did in normal fashion at the gate. Dispatch and Maintenance control were called upon arrival and the necessary log book entries were made.


Second narrative: We were cruising along at FL360 when we got a L BLEED DUCT warning message. As we were running through the QRH we noticed that the cabin altitude was increasing. We got the CAB ALT HI caution message and we initiated an emergency descent to 10;000 feet. As we were descending; the CAB ALT HI warning message appeared which deployed the passenger oxygen masks. We continued our checklists and declared an emergency with ATC. We leveled off at 10;000 feet and contacted dispatch to let them know the situation and our intentions to continue on at 10;000 feet. We had sufficient fuel to make the rest of the trip at that altitude.


Synopsis: CRJ-900 flight crew experiences a L BLEED DUCT warning message at FL360. While accomplishing QRH procedures a CAB ALT HI warning message appeared and an emergency descent is initiated. Passenger oxygen masks are automatically deployed but the flight is able to continue to destination at 10;000 feet.
Date: 201409
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: At the end of demo; we heard the cleared for departure chime. We immediately started take off as I ran to the back to reach my jumpseat with my equipment in hand. I turned around to secure a door coming open and was thrown against the back galley. I dropped my equipment and immediately tried to secure myself which was hard with the force of take off. We were in the air before I was able to buckle in. I think the flight deck should wait for cabin secure before take off is allowed. I understand though that they have a lot going on as well.


Second narrative: At the end of emergency demo; we heard the 'clear for departure' chime. I was unable to do the final walk-trough. Almost immediately after the chime; we began take off. I did not even have the opportunity to make the; 'we have been cleared for departure' PA and we were already in the air. I was able to get to the jumpseat but struggled to buckle the harness.


Synopsis: Two B737 flight attendants describe a takeoff while they are standing in the isle; having not completed their final walk-through and takeoff PA.