elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Dusk
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I departed Hawthorne airport VFR for ZZZ. Prior to departure I was given instructions to depart south to VPLSR for noise abatement and routing to intercept the Los Angeles Mini-route transition to the north.  I have transitioned many times through class B Los Angeles for 10 years.  I mainly use the Coastal Route; but I have used the Mini-rout on occasion.Since I was departing HHR north to ZZZ; it was most appropriate to utilize the lower altitude mini-route at 2;500 feet.  It does require a U-turn from VPLSR and then north to intercept the 128 radial from SMO.  Shortly after making a u-turn at VPLSR; I was handed off to LAX tower and cleared through Bravo airspace.  While tracking to intercept the 128 SMO radial my NAV 1 gave me a NAV flag (NAV 1 was idented and working fine on departure).  I switched to NAV 2; and idented the VOR; but I had drifted east of course.  I began a correction to the west to intercept the 128.  At this time the controller noticed I was east and told me to turn to 270; which I had already started.  I intercepted the 128 and all was fine from that point; but the controller did ask me if I was familiar with the mini route; which I told him yes.  Due to this deviation; I felt a report was necessary.In the future; since departing from HHR and intercepting the mini-route happens very quickly; I will have all back up NAV's ready to go and cross check with pilotage too to catch any NAV equipment errors or deviation quicker. I will also be sending in NAV 1 to [the manufacturer] for inspection.




Synopsis: A PA32R pilot reported deviating from the cleared LAX mini-route departing HHR airport.
Date: 201602
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Dawn
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZZ
Aircraft component: Navigation Light
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: I am submitting this report due to an event that has happened prior and was brought up to the attention of the appropriate personnel and no changes were made; therefore it happens again and until it's corrected; probably will continue.The issue deals with our deicing checklist and procedures. Following our checklist it tells us to turn off all lights that are in contact with the deice fluids. After accomplishing this configure the a/c (Aircraft) for deice. The problem is; at no point or place does it state to turn the lights back on. I deiced the a/c; finished the checklist; taxied out of deice; performed the taxi checklist and taxied onto the runway for departure. Upon receiving the lineup and wait clearance; I reached up to turn on the appropriate lights and noticed the beacon; nav lights and logo where still off. I feel this is definitely a safety issue. If that had been at night; we would have been taxing the a/c completely dark. I brought this issue up to the FO (First Officer) and made sure he was aware and would remind me after deicing again to turn lights back on. Sounds like an easy thing to remember; but when you are concentrating on taxing the aircraft on a contaminated surface; and performing checklist items; it's easy to overlook an item not on the checklist. In a previous report I submitted I was told they were fixing it. That was 3 years ago. In summary; it's an easy fix. Either remove the item on the checklist telling us to turn off the lights or add an item telling us to turn them back on.




Synopsis: An ERJ-175 Captain noted his company's pre-deice checklist turns all exterior lights in contact with deice fluid OFF but nowhere after deicing does the checklist turn the lights back ON.
Date: 201412
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B PHX
ATC / advisory: Tower PHX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On departure I noticed that the airplane was climbing slowly; and realized that the landing gear was down; I then requested that the gear be brought up. The gear was retracted at 218 KIAS and in the retraction process the aircraft exceeded the gear retraction speed.  Although the over speed was not known at the time.  It was not until I was notified by my company that I became aware. I am not entirely sure what distracted us; although I have a strong feeling that it was related to wake turbulence avoidance.




Synopsis: A320 First Officer reported flight crew forgot to retract the landing gear; probably because of wake turbulence distraction.
Date: 202005
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Other Aircraft cleaning
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On Aircraft X; after the cleaner left the plane a small crew went on the plane and accomplished electrostatic cleaning. Afterwards I spoke to the crew about the cleaning. I then started choking and gagging. I am very concerned about the chemicals and the health of people like me as well as others who clean the plane and use this equipment with just a filtered mask. After I left them; my lungs started to clear up fast. But for a long time afterwards I still have some shortness of breath. I know the EPA has issues with this kind of cleaning; but I am very concerned for the health of our employees; venders; cleaners as well as our passengers. As of today; I don't know what kind of chemicals are being used and the time to keep away from the plane.I understand the cleaning issues; but it had effects upon me. I don't know the answer to this one.




Synopsis: Air carrier Maintenance employee reported adverse health symptoms after exposure to an aircraft just cleaned using electrostatic spraying.
Date: 202112
Local time of day: 1201-1800
Location: CCB.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ONT; Class E ZLA
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Instructor; Pilot Not Flying
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: The problem began when I was entering the cross-wind leg at Cable Airport. As I was in that leg; an aircraft reported that they were also in the same leg and that they were above us. I look up and see the aircraft above us and I immediately descend and begin a right 360 for spacing. I inform the aircraft that I will do that and follow in behind them and they acknowledged it. As I am in the down-wind leg; I put my plane into slow flight to allow for more spacing between me and the aircraft in front of me as they slowed down because of the aircraft in front of them. During this time; I notice that the aircraft ahead of me is extending their down-wind leg and that they were getting closer to Ontario Airspace. I see this and try my best to slow down to the slowest point to try and avoid the airspace but ended up having to extend as well and clipped Ontario's airspace. Before I hot the airspace; I looked to see if I could Turn to the North and see if I could make another approach but there was not enough room to safely make a turn without coming into conflict with another aircraft and as I was already going as slow as possible there didn't seem to be another option at the time other than try to touch the airspace as little as possible. Looking on it now; I could have just turned back to the North instead of doing a 360 to allow for even more spacing between me and the other aircraft.


Second narrative: Had to extend downwind leg of traffic pattern at CCB to allow for adequate spacing following another aircraft in the traffic pattern.


Synopsis: Solo private pilot and an instructor of another aircraft reported an NMAC and Class C airspace penetration while maneuvering in the CCB airport traffic pattern.
Date: 201810
Local time of day: 1201-1800
Location: SFO.Airport, CA
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Regional Jet 200 ER/LR (CRJ200)
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Workload; Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was landing roll Runway 28 Left needing to go to the [parking] (right turn off). There was Aircraft A staggered for Runway 28 Right. When Aircraft X crossed the threshold Runway 28 Left; Local Control loaded Aircraft Z for departure. Then Local told Aircraft X to turn right on E hold short of Runway 28 Right. As Aircraft A was rolling out Runway 28 Right passing through Taxiway N; Local cleared Aircraft Z for takeoff. I said immediately 'I would not do that; Aircraft X is a B777-300' (by SOP we cannot hold them between on a perpendicular taxiway). I thought originally their plan was to cross Aircraft X at E as Aircraft A rolled through; then clear Aircraft Z for takeoff. The Local Controller then cancelled Aircraft Z's take off; and instead of crossing Aircraft X at E since Aircraft A was rolling through; and Aircraft Y was about a two mile final; then re-clearing Aircraft Z for takeoff; they sent Aircraft Y around; crossed Aircraft X; and then cleared Aircraft Z for takeoff. Okay; so here is my dig. Yes; Aircraft X was errant in being tagged a B773 (not B772 as the report states) which was probably from a beacon code generated by the NCT controller working them back into SFO after their flying was completed. Either way there was a HUGE B777 rolling out Runway 28 Left that anyone could tell was a B77W or B777-300 or whatever you want to call it; and there was an FLM working the Local Assist position who upon hearing the Local Controller cancel Aircraft Z's take off clearance said they thought the B777 looked big. I am not sure where the focus was; but this was a very unsafe situation in broad daylight that speaks directly to the verbiage for additional airport surface safety measures that was added to the FAA Re-authorization bill about close calls on the ground at our nation's airports.I cannot have a conversation with the Local Controller or the FLM (Flight Line Manager) on Local Assist because they are so defensive; and hard to work with in a team environment.




Synopsis: SFO Tower Controller reported a procedure error with holding a large aircraft between the runways.
Date: 201411
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Caravan 208B
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Ice/Rain Protection System
Component problem: Design
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Maintenance asked that I check the TKS system to see if the cockpit sealing procedures were effective. The onset of my typical TKS fume/vapor reaction was delayed several minutes; but I experienced the same symptoms as previous TKS exposure events. Headache; general fatigue; slight nausea; throat irritation; breathing restriction and lightheadedness. The lightheadedness and feeling jittery precluded me from driving for about 30 minutes. After reviewing the Material Safety Data Sheet for TKS which advises seeking medical attention; I went to Urgent Care. By the time a Doctor could see me the chest burning sensation had subsided. The Dr. noted throat irritation; but clear lungs. This was about 2 hours after the onset of symptoms in the aircraft. Always use the oxygen mask when using TKS. Don't even test the system without first donning the mask.




Synopsis: A C208 pilot is asked by Maintenance to use the TKS anti icing system in flight to see if the cockpit sealing procedures were effective. They were not and the reporter develops the typical TKS exposure symptoms; headache; general fatigue; slight nausea; throat irritation; breathing restriction and lightheadedness.
Date: 201506
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During our flight; we encountered some moderate chop during the climbout. I had the Flight Attendants (F/As) remain seated until we were above the cumulus clouds (approximately 16;000 FT). Once we were above the clouds; it was a smooth ride. During our climb to FL380; ATC stopped us at FL370. After sitting at FL370 for a while; ATC told us to turn right 10 degrees for a climb. During our climb at approximately FL378; we encountered a very abrupt roll to the left (approximately 15-20 degrees of roll). We assumed it was wake turbulence because of the nature of the roll; plus we noticed an aircraft at our 11 o'clock position and approximately five miles. I immediately turned on the seatbelt sign and called to check on the F/As and passengers. None of the passengers were hurt; however; [some of the] F/As said that their neck and shoulders were hurting. I asked if they were going to need EMTs to meet the aircraft and they declined. I also inquired if they were going to be able to man their positions and perform their duties. They said yes. I notified Dispatch via ACARS and requested an Inflight Supervisor and CSR meet the flight.




Synopsis: B737-800 Captain reported encountering wake turbulence in climb at FL378; causing a 'very abrupt' roll that resulted in minor injuries to some of the flight attendants working the flight.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
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 Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 20 miles from ZZZ descending to 6000 ft we experienced a left generator failure with associated left bus; left and right utility bus; and a failure of the left bus tie. This was new hire IOE and the new FO did an outstanding job of flying the aircraft while I worked 17 EICAS messages and 7 status messages. We were single FMC ops with one EICAS display inop along with very little working in the aircraft. We asked for extended vectors to sort out the problem and ATC did a nice job keeping us clear and leaving us alone to work the problem. On final to 23L we did not have any flap indications (which I was sure was related) but I elected to take the conservative approach and go around because I wanted to 'feel' the flaps extending on the next attempt. In the end; I took the aircraft on final and we landed without any issues. Crash/rescue met us on the runway after stopping to give the aircraft a quick look over before we taxied to the gate. This was a compound electrical failure. The left bus tie didn't allow the right side (or APU) to repower the left side. I can only assume at this point the aircraft sensed a short on that side and the left bus tie did it's job and at least kept the right side powered.




Synopsis: A Boeing 757 Captain reported experiencing multiple electrical failures while descending for an approach. The crew accomplished all applicable abnormal checklists and safely landed at the destination airport.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft; Airport; Human Factors
Primary problem: Ambiguous

Narrative: Both the preflight check and weather were confirmed to meet solo flight requirements. During takeoff; and prior to rotation; the aircraft veered left and exited the runway. The aircraft struck a construction berm which caused it to veer further left where it struck a second construction berm parallel to the runway and damaged the nose and left gear. Emergency procedures were conducted and both power and fuel were cut off. I exited the aircraft and contacted emergency services. No one was injured.




Synopsis: A student pilot reported losing control of the aircraft; during takeoff roll; which veered off the runway.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Ambiguous

Narrative: I was assisting my coworker on Aircraft X. I was putting in oils; when I notice that Aircraft Y was taxing between Aircraft X and Aircraft Z. I started to walk towards the elevator of Aircraft X; were Aircraft Y was approaching it; I watch it cleared the elevator static tips of Aircraft X; before I could make a good judgment whether Aircraft Y would clear it made contact with the tail cone of Aircraft X. No communication was made to help the aircraft that was taxing and no time to prepare. Prepare to wing walk aircraft. Make adjustments for aircraft to taxi and communication with the task at hand.




Synopsis: Maintenance personal reported a collision between a parked aircraft and an aircraft under taxi.