elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 0601-1200
Location: RNO.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 18
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C RNO
ATC / advisory: Tower RNO
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: After taking off Runway 16L (RNO) on the Mustang 7 Departure (FMG7); we made a left turn following the FMS flight director toward the FMG VOR. RNO Tower asked if we had the terrain in sight. We acknowledged that we did. Tower also advised us that the FMG7 was a '3DME turn.' This waypoint is depicted on the FMG7 chart as I-RNO 3 DME on LOC frequency 110.9 or RIJTU. It was at this point that we realized we had turned approximately 1 mile before RIJTU and about 1;600 FT below the charted altitude of 10;000 FT. I believe that following the FMS FD guidance (which has an early turn-in feature to prevent excessive turn rates) instead of the depicted routing led to an early turn toward FMG VOR before reaching 10;000 FT. We were above the MEA at all segments and at no time were we in any conflict of traffic or terrain. To have prevented this; we should have cross-referenced the LOC DME and made sure we were at our charted waypoint and altitude prior to making our turn and not solely relying on FMS automation.


Second narrative: Contributing factors: 1) Aircraft FMS/Flight Director commanded a lead-in turn prior to fly over point of RIJTU; 2) Pilot's lack of attention to chart notes stating attitude prior to turn. Reliance on automation was a big factor as well.


Synopsis: Corporate jet flight crew deviated from FMG7 Departure out of RNO due to FMS 'early turn' feature.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Was entering the 45 for a left downwind traffic pattern entry at ZZZ and Aircraft Y passed 75 feet under me causing me to pull up. All my intentions were called over the radio and there was no response from Aircraft Y.




Synopsis: Pilot reported a near mid air collision while in the traffic pattern with other aircraft which passed underneath by 75 feet.
Date: 202106
Location: ZZZZ.ARTCC, FO
Aircraft: Citation Latitude (C680A)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZZZZ; TRACON ZZZZ
Second aircraft: Citation Latitude (C680A)
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Corporate
Reporter function: SMS Analyst
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Procedure

Narrative: On DATE; Aircraft X (a 2018 Cessna 680A Citation Latitude;Construction Number XXX-XXXX) on the ZZZ-ZZZZ route; during the approach phase at approximately 10;600 ft. MSL the left lateral windshield began to crack.Later; a similar window (right-side) from a different aircraft; Aircraft Y (a 2018 Cessna 680A Citation Latitude; construction number XXX-XXXY) failed in a manner similar to that of Aircraft X.Both windows were sent to the Manufacturer to determine the cause of failure. They concluded that:Failures of both windows consist of cracks in the interior glass lamination. Based on the window serial numbers:The window S/N XXXXXXXXXXX from Aircraft X; was manufactured on DATE1.The window S/N XXXXXXXXXX1 from Aircraft Y was manufacture on DATE2.The similarities of the aircraft construction numbers and the proximity of the windshield dates of manufacture raise the possibility of a consistent deficiency in window manufacture; aircraft manufacture; installation procedures; or mismatches between the window frames and the air frames.




Synopsis: SMS Analyst reported two cockpit windows shattering on two separate aircraft. Both windows were sent back to the manufacturer for analysis.
Date: 202001
Local time of day: 0001-0600
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Descent; Cruise
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: Physiological - Other
Second reporter function: Check Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After gate arrival at ZZZ; the #1 Flight Attendant asked to come to the cockpit to discuss a problem in the cabin. He explained that during the initial climb out from ZZZ1; all the flight attendants smelled a musty; moldy; stinky sock smell. He never informed us of this issue until we were talking at the gate in ZZZ. Flight Attendant went on to explain that soon after I signaled the flight attendants that we were passing through 10;000 ft. and I made my 'Flight attendants; prepare for landing' PA; the musty; moldy; stinky sock smell returned but; stronger this time. He said passengers were closing their air vents; and covering their noses with articles of their clothing etc. He said he didn't call me due to the sterile cockpit rule. All the flight attendants agreed that the smell lasted until reaching the gate. After confirming the same story with every flight attendant; I called Maintenance; entered it into the AML; and filled out the fumes report for Maintenance. The airport sent [paramedics] to the gate area and every crew member was checked. The main common factor seemed to be high blood pressure. The top number was over 200 for four of the flight attendants and the [paramedics] transported that four to a local hospital for additional tests and observation. I made sure each flight attendant had a buddy or someone that would stay with them. My symptoms were headaches and my blood pressure slightly higher than normal; extremely tired following the event.


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


Synopsis: A330 flight crew reported they were notified post flight by a Flight Attendant of a stinky sock" smell during climbout.  Several flight attendants and the Captain experienced health issues."
Date: 201907
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Went into lock down for a condition 1 assault on FA (Flight Attendant). Cup full of water was thrown at FA. Lock down level 1 for assault on FA.




Synopsis: Captain reported that a Flight Attendant was assaulted with a cup of water; requiring  a lock down resulting from the Condition 1 assault.
Date: 201411
Local time of day: 1801-2400
Light: Night
Aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Observer
Reporter qualification: Other Federal Agent
Anomaly: Other Unauthorized drone operation.
Detector: Person Observer
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Early this month; near dusk; I] noticed a Unmanned Aerial Vehicle (UAV) flying near the window of [an] office; located on the 17th floor. The drone appeared to have red and white lights affixed and an operator was seen on the roof of [another building] attempting to land the UAV on the roof of that building. Due to darkness and distance; a physical description of the operator was unable to be visually obtained.




Synopsis: A Federal Agent reported a suspicious sighting of a UAV flying near the window of an office building.
Date: 201905
Local time of day: 1201-1800
Location: CGS.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ADW
ATC / advisory: CTAF CGS
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I departed Runway 33 from CGS; announcing my departure on Unicom. A helicopter a mile or two from the DER acknowledged my transmission; said that he had me in sight; and I would be 'no factor.' CGS is a short strip just under the Class B airspace; has left traffic; and that left traffic pattern is sandwiched near Joint Base Andrews. I departed Runway 33; turned crosswind and downwind; only to find that the helicopter had entered my flight path. To avoid the helicopter; I moved outside and above his flight path; taking me within a mile or two of Andrews' airspace and violating the Class B shelf by 100 feet or so.In retrospect; I should not have departed until the intentions of the helicopter were clear and the airspace around the airport was clearer. My pressures were:(1) Potomac approach had already issued me a beacon code; and graciously asked if I could possibly depart VFR and stay clear of the Class B before joining the IFR system en route to [my destination.] (2) The taxiway was closed for repairs; requiring airplanes to back taxi on the runway to get to the beginning of the runway; so there was no safe place to sit and figure out what the helicopter was going to do. I was on the (active) runway with no easy place to taxi off and wait it out. So I launched -- knowing and seeing the helicopter -- but not knowing precisely what the helicopter was going to do. And given that CGS is a small strip; I do not think the helicopter was expecting the speed of closure and the rate of climb that [this small; turbocharged aircraft] produces--in excess of 1000 fpm at 125 kts. I did what I needed to do to see-and-avoid as required under VFR. However; in so doing I came near Andrews airspace and got up to 1600 MSL when the floor of the Class B there is 1500 MSL. At the same time; I was trying to reach Potomac Approach for permission to enter the Class B. In retrospect; I should have taxied back along the runway; cleared at the only open turnoff at midfield; and waited until ATC could clear the airspace and allow me to depart IFR.




Synopsis: GA pilot reported entering Class B airspace while maneuvering to avoid a helicopter shortly after takeoff.
Date: 201504
Local time of day: 1801-2400
Location: SBGR.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E SBGR
ATC / advisory: Tower SBGR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Shortly after rotation off runway 27R in GRU; we were hit by multiple green lasers through the forward windscreens. I was flying and of course looking outside. The Flying Backup (FB) had suggested putting up the side screens before take off since lasers are a problem in GRU. Unfortunately; that does not help when they are shooting you straight on. It appeared that they were coming from a hilltop. I ducked my head below the glare shield after the first hit; but they still got me; I saw a white spot for several hours after the attack. During the attack; the Relief Pilot suggested shutting off all external lights so they would have a more difficult time tracking us. We did this and also started the departure turn. The attack then stopped. This was the most aggressive attack I have ever experienced. We contacted ATC but they seemed disinterested. My suggestions? Take aggressive action against these idiots. A note on the flight plan might also be appropriate so that crews are aware.


Second narrative: After taking off from runway 27R while I was head down doing the After Takeoff Cleanup Checklist as the pilot monitoring; the First Officer reported that we had been struck by a green laser beam.


Synopsis: B777 flight crew reported they were targeted by lasers after takeoff at SBGR.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Everything was normal on the taxi out and takeoff until I asked for gear up. We received a Gear Disagree aural warning and the gear indicators showed the left and right main gear retracted with the nose gear still down. The Captain recycled the gear lever; gear all lowered and the gear indicators were all green. He then selected gear back up; this time the nose and left main gear retracted but the right main gear would not retract; and it kept going up and down. The Captain asked for vectors back to the airport and then ran the QRH checklist following which we left the gear down. All three gear safe lights were green. The Captain took the controls after coordinating with Dispatch and Operations on the ground that we were returning to [our departure airport]. The Captain declared an emergency so that the trucks would be standing by in case of any malfunctions on landing. The landing was normal and we taxied to the gate where Maintenance took the plane from us. In hindsight it probably would have been a better idea to have just left the gear down the first time we received the Gear Disagree message and have headed back to [our departure airport]and not have run the QRH.


Second narrative: ...we notified ATC and declared an EMERGENCY; briefed the flight attendants and tried to contact our Dispatcher on company radio but were unable to do so. Thus; we notified Dispatch of our intentions via ACARS. I then made a PA to the passengers. At this point the crew--tired after the four day trip and short rest times--decided not to continue the rest of the round trip due to safety [fatigue] and so notified crew scheduling.


Synopsis: A CRJ-700 flight crew declared an emergency and returned to their departure airport when they were unable to retract all three landing gear after takeoff.
Date: 201709
Local time of day: 1201-1800
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: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL300 to FL310 we heard the cabin alt horn and observed the Cabin Alt lights illuminated. I did not see the auto fail or altitude light illuminated on the pressurization panel. I confirmed on the cabin altimeter that we were above 10;000 ft cabin altitude. We accomplished the immediate action items. I maintained aircraft control by stopping the climb and going into a shallow descent with vertical speed. The autopilot stayed on. We [advised ATC] and got an initial clearance to FL240. Used level change to descend after the clearance. The copilot ran the cabin altitude warning checklist and was able to recover control of the cabin altitude very quickly with Manual control. We continued our descent to a new clearance of 13000 ft. I turned aircraft control over to the copilot to coordinate with everyone. The cabin altitude never exceeded 14000 ft. I think we recovered control at about 12500 ft cabin altitude. We made the decision to divert to [an alternate] since we were almost over it. We continued our descent and vectors for [the alternate]. Not able to communicate with dispatch on VHF because we were already at 10;000 ft by the time we tried. We used ACARS to send a divert report and VHF with Ops to coordinate the divert. We took our oxygen masks off sometime after 18;000 ft when the cabin altitude was under 10;000 ft. I took the airplane back from the copilot at around 6000 ft altitude and we landed uneventfully.


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


Synopsis: B737 flight crew reported diverting to an alternate after experiencing a loss of cabin pressure.
Date: 201707
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was vectored approximately 8-10 miles west of DFW at an assigned altitude of 3500 feet and a specific heading. I complied with given heading and altitude. A few minutes after cruise was established I noticed a white drone directly in front of us. It came at us at an angle. It proceeded to fly right past my left wingtip at a horizontal distance of approximately 50-100 feet. There was no vertical separation. I did not have time to take evasive action because by the time I saw it; it was too late. After the near miss I called the Approach Controller and told him of the incident and gave a description of the drone. It was white; 4 propeller; square body with a camera mounted underneath.




Synopsis: PA28 pilot reported a NMAC with a UAV at 3500 MSL in the vicinity of DFW.
Date: 201512
Weather elements / visibility: Turbulence
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Service was starting late because the crew was told to remain seated after takeoff due to turbulence. When we were allowed to get up. FA X was at door 1 right setting up queen cart; FA Y; also injured; was in the first class galley and FA Z was at that cross aisle. Purser A was still at 1 left. FA Y was about to leave the galley when the Captain instructed the crew to be seated via the Public Address (PA). I was putting the cart on the floor with FA Y's assistance when my thumb was caught. FA X and FA Y were kneeling near the floor when there was severe turbulence that took both feet from under me. Feet up; I landed with full force on my back. Mostly on left side. FA Y turned/twisted right foot. He was able to make it to 1 right jumpseat. FA Z; who sat at 1 left cross aisle jumpseat caught my head. I was still on the floor for a while because of the hard impact. I was told a passenger jumped to my assistance and was told to sit down. When I could move; I had assistance from FA Z into the 1 right cross aisle jumpseat. While waiting out the turbulence I started feeling numbness in my legs. When we could get up; my body was sore and aching. I attempted to continue service; but had movement problems. Bending; squatting; pulling; and reaching. I was sent to the bunk to recover. I did complete arrival service. Pain and stiffness on layover. Can sit for few minutes at a time. Neck pain and back spasms. Went to medical when I got in.




Synopsis: A B777 Flight Attendant was injured after very short notice about its impending severe turbulence event.