elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 30
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZNY
ATC / advisory: Center ZNY
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Took off from FRG runway 32. We were given multiple level offs and heading assignments to get us around Kennedy/NY airspace and eventually on course. Cloud bases were scattered at about 7500 feet. At the time of the encounter; we were VMC; level at 7000 feet; speed 240knots. I was comparing aircraft we could see outside with what was being shown on the TCAS. I then saw; what I initially thought was; a seagull at our altitude. Closer examination and proximity revealed it was a drone at our altitude. The closing speed was at least 240 knots possibly more. It passed off our right wing tip by about 50 feet. It was black; about the size of a baking sheet. There seemed to be an apparatus hanging from the bottom of the drone that was metallic in color. Possibly a rig to drop an object but I can't be certain or knowledgeable enough to make a certain claim. I made a report to ATC giving them as many details as possible.




Synopsis: Light Transport Captain reported a NMAC with a drone at 7000 feet on departure in New York's airspace.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear sky; 10
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear failed to extend electrically. Manual gear extension crank was jammed. Chase ship verified gear was not down. Engine was shut down at 300 feet AGL and aircraft landed with gear up. There was no property damage or injuries. Pilot was sole occupant of the aircraft.




Synopsis: Mooney M20 pilot reported the landing gear would not extend electrically or manually; and the aircraft was landed gear up.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 K (231) / Encore
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After doing an extensive preflight including sumping of the tanks. I taxied out for departure. After doing a run up; was waiting for all engine temps to be in green. During runup with brakes set the aircraft would slide on the slick taxiway. We departed full length from runway 23 calm wind. On takeoff all engine instruments read normal. At approx. 200 ft. the engine lost power. I decided to land on remaining runway; on touch down the aircraft had nil breaking and slid through the end runway lights coming to a stop. The propeller and engine were still running. I taxied off the runway and checked the damage. One wheel cover and the prop had damage. Then taxied the aircraft back to parking.




Synopsis: Mooney pilot reported an engine failure after liftoff; immediate landing; and loss of control on the ground due to runway icing.
Date: 201602
Local time of day: 0601-1200
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
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
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was feeling a bit nauseated; but brushed it off as not having had time to get anything to eat. But [another Flight Attendant] came to the back galley while I was setting up a cart and said she felt like she had hypoxia. I asked her what her symptoms were. She said she felt kind of car sick and was dizzy and short of breath. I asked if she felt better and she said a bit better. [A third Flight Attendant] then said she was fine when we started the trip but was getting a sore throat. As she talked you could tell she was getting really bad; like laryngitis. [The second Flight Attendant] said she thought it might be the airplane and didn't feel comfortable flying the same plane to [destination]. [She] called the Captain and voiced her concerns. That's when the Captain told her that the airplane had been written up three days earlier for the same thing.Well; maybe if toxic fumes have been written in the logbook; the airplane shouldn't go back out without being fixed.Odor throughout cabin of stinky shoes or eggs and nail polish type smell. No one was using nail polish.




Synopsis: A319 Flight Attendant reported the entire cabin crew felt ill from the effects of toxic fumes in the cabin.
Date: 201511
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot 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: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of Yellow hydraulic system due fluid leak. We had a normal preflight. FO did not notice any hydraulic leaks on walk around and all fluid levels checked on system pages. We had a normal taxi out; take off and climb out. In cruise; I checked system pages and noticed Green system level below green band but well above amber band. Blue system was in green band. Yellow system was below green band and just above amber band. We continued to monitor Yellow system level. About 1 1/2 hours out we got a caution and ECAM for hyd low pressure. We followed ECAM; turning off Yellow engine pump; PTU; and applying landing distance procedure. We followed up in QRH for further guidance. There was no 'land ASAP' so I continued. I informed Dispatch of the failure; my intentions; and asked them to coordinate with [Maintenance and Operations]. I also informed them of my intentions and request priority handling to a long runway. We had lost nose wheel steering; number 2 reverser; spoilers 2 and 4; and other goodies; so I felt it prudent to request a long final and emergency equipment to standby. We had slow flaps and slats so I wanted to be configured and on speed early. I landed from the ILS. At touch down I used rudder; differential braking with normal brakes; and idle reverse on engine 1. I was able to get a/c stopped and maintain directional control with about 4000 ft remaining while not making any aggressive control inputs. I held the aircraft with toe brakes even though we had accumulator pressure. Fire and rescue inspected the aircraft and found nothing. I shut down engine 2; left engine 1 running for Green hyd pressure. Tug hooked up and towed us to gate. I shut down when chocks were in place; secured the aircraft; wrote up the discrepancy and notified [Maintenance]. No deviations from FAR or company regs were required.




Synopsis: A320 Captain reported loss of Yellow hydraulic system enroute to destination.
Date: 201811
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I plugged in to Sector 52 or Metta. I noticed that KNEMO or [Sector] 51 was red for multiple blocks. I asked how long [Sector] 51 had been red and I was told that it had been solid blocks of red for at least an hour. Throughout my 8 hour shift; Sector 51 was either red or yellow the entire time. I asked if anything was being done by flow to mitigate the amount of traffic through [Sector] 51. I was told that everything was being done that could be done. However; in my 90 minutes or so at Sector 52; I was never overwhelmed with traffic and could have accepted some aircraft to alleviate Sector 51. The adjacent sectors of 47/48 were also slow and could have accepted some traffic from [Sector] 51. TMU [Traffic Management Unit] stated that they had backed up as many flow programs as they could to Washington Center but they knew 'Washington won't reroute aircraft that are already in the air.' I understand that rerouting aircraft in the air can be a pain; but how do you explain a sector being red for an entire day? At some point; the aircraft coming through the sector were on the ground and should have been issued a reroute. This was a very unsafe situation for Sector 51 and it is not the first time that something like this has happened. In the future; TMU must insure that aircraft are routed out of Sector 51's airspace. Whether they use playbooks; altitude tucks; or ask specific aircraft to be routed out of the airspace.




Synopsis: Jacksonville Center Controller reported that another sector was inundated with traffic that was not rerouted due to volume.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: No. 3 F/A (Flight Attendant) was obviously sick and flying so she wouldn't lose her extra reward pay for the holiday period. She was coughing and taking cough drops. The No. 3 F/A was at the front of the cabin and greeting passengers and in close proximity and inside the flight deck periodically. Subsequently I was notified that the First Officer tested positive for Covid 19 and I am awaiting a PCR test result.Company Management made the decision to encourage flight attendants to fly while sick by providing them extra pay for NOT calling in sick over the holiday period.Company Management made a serious error in judgement by rewarding flight attendants for NOT calling in sick during a pandemic. These managers should consider all the consequences of their policies and procedures PRIOR to implementing them.




Synopsis: Pilot reported airline policy about Flight Attendants that were asked to work while sick.
Date: 201809
Local time of day: 0601-1200
Location: DTW.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D21
ATC / advisory: TRACON D21
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was PNF (Pilot Not Flying). Descending into DTW VIA the KKISS arrival; approaching RKCTY fix. Originally planned for ILS Y 4L transition; ATC changed runways to 3R. In the midst of reprogramming FMS to 3R transition and approach; ATC asked us to confirm we were descending via; we did and then realized we descended too low (14;000) and am going to miss the RKCTY window of 17;000 - FL210. ATC then instructed us to maintain 14;000 until crossing RKCTY then continue the arrival. We complied with the instruction and the flight continued and completed successfully without further incident.Changing of planned runways/approaches combined with a brand new and unfamiliar STAR.




Synopsis: CRJ-900 First Officer reported missing an altitude restriction due to a late runway change.
Date: 201703
Local time of day: 0601-1200
Flight conditions: IMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; General Flight Cancelled / Delayed; General Maintenance Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft was on ground commencing with engine start. During start sequence; PIC and myself noticed that after initial start; (right engine) the battery was not reducing to the recommended 150 amps very quickly. It did after a few minutes; and we commenced with number one engine start. After number one start; upon selecting Start Select off; Gen 2 pegged on the ammeter. At this point; both generators tripped automatically. Then 'Batt Only' came online and both engines were cut off by the PIC. After I exited the plane; I observed smoke emitting from the rear of the fuselage. I ran back to the cabin and had every passenger exit the aircraft immediately. Any suspected fire in the plane extinguished on its own without any external fire suppression. After the aircraft was placed in the hangar; upon inspection; Maintenance personnel observed a suspected failure of the aircraft MOSFET box (electrical transistor) in the tailcone. These components were incinerated to an extreme amount. Also; the right tail horn was burned as well. It is important to note that this Beechjet returned to service exactly one month after a lengthy maintenance interval was completed.




Synopsis: BE400 First Officer reported a high generator amperage after starting the second engine causing both generators to trip. The Captain shut both engines down and the passengers were asked to evacuate when smoke was seen coming from the tail of the aircraft.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We took off on time and about two hours and fifty minutes later received word that a passenger was in cardiac arrest. We set up a patch with Medical and the Flight Attendants. It was determined that the passenger was unresponsive and Medical directed us to land at the nearest suitable airport. After coordinating with Dispatch it was determined that ZZZ had the appropriate medical facilities and was the closest suitable airport. We advised ATC and diverted to ZZZ. Upon arrival we were met by Medical Personnel which performed CPR on the passenger for approximately ten minutes and they determined that she was unresponsive. She was taken off the aircraft and her husband accompanied her into the ambulance. After conferring with the Company we were allowed to pull off their two checked bags. I talked with the Crew to see if everyone was ok to continue and it was agreed that everyone was ok to continue. Dispatch connected me to Maintenance Control so we could make logbook entries for use of the defibrillator; EMK; POB; and the opening of the First Aid Kit. The Release was amended to show the deferred items. I talked with the Chief Pilot on Call about being ok to continue. We followed offline airport procedures and deiced the aircraft and proceeded on. This flight was uneventful and the crew headed to the hotel for the overnight.




Synopsis: Air carrier Captain reported diverting when a passenger experienced cardiac arrest.
Date: 201405
Local time of day: 1201-1800
Location: CAE.TRACON, SC
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C CAE
ATC / advisory: TRACON CAE; Tower CAE
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction
Second reporter function: Handoff / Assist; Departure; Approach; Trainee
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft Y; inbound to CAE from the west.  Aircraft Y was on H110 for descent behind traffic.  Once clear of that aircraft; and crossing the extended centerline of RWY 23 south of the airport; I cleared Aircraft Y to the VOR; descending to 022.  I had a departure strip for Aircraft X; off RWY 23; H330.  LC coordinated with RAN to leave Aircraft X runway heading due to a departure off RWY 29.  RAN approved the request and advised me of same.  Aircraft X departed RWY 23 climbing to 40; but never called Departure.   I turned Aircraft Y to H090 then called Aircraft X; he responded; I turned him right H290.Better coordination and planning.  Instead of runway heading Aircraft X should have been given H250 or 270 to ensure separation from the downwind arrival and still not conflict with the RWY 29 departure.  I should have requested RAN to go back and coordinate that heading.


Second narrative: I was training on the Radar Associate position when Tower called and apreq'd a north departure runway heading off runway 23.  I approved the request; wrote it on the strip and informed the Radar Controller. The Radar Controller had an arrival coming to runway 29 Aircraft Y whom he descended to 022 about 8 south of the airport.  He later turned the arrival direct to the Columbia VOR which ended up putting the Aircraft Y in close proximity to the departure.  It looked like he had at least 3 miles on the radar scope and the collision alert never went off so I thought he was clean.  However after further review I was informed that there were only 2.81 miles of separation.I would recommend leaving the arrivals at 5000 until well clear of the departure area; so as to miss Towers' departing traffic.


Synopsis: CAE Approach Controllers report of operational error due to coordination or lack of on headings.
Date: 201408
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: MEL; Aircraft
Primary problem: Ambiguous

Narrative: Upon departure and taxi out we got an ENG BLEED OFF light associated with the left engine MEL problem. Since there were 2 MELs for the same engine it was not readily apparent which problem this was associated with. We ran the appropriate supplemental procedure. During this time we were in contact with Maintenance Control and taking up taxi space; so we returned to the blocks since the source of the problem was not really known. Once in the blocks; we sorted the different MEL's out and departed once again. We recommended to Maintenance Control that the MEL placard needed to have more info for the crew and Maintenance Control said that they had tried to have it rewritten as this has happened before; but to no avail. On descent we started the APU per procedure and 10 min. later promptly lost the left pack for approx. 10 to 15 min. APU; Engine Bleed switching was no help. The pack came back on its own; but we don't know how. On taxi in to the gate we asked for Maintenance to meet the Captain to discuss the several issues with the aircraft but no one showed. This is the real world we work in.  The MELs don't cover all the bases and the crews get little to no support except for 'get the mission done' hard to do when the airplane doesn't work as advertised; even with supposedly legal deferrals on the MEL list.




Synopsis: B777 Captain experiences an ENG BLEED OFF light during taxi out; associated with two MEL's on the left engine. After consulting with Maintenance Control the flight departs. During descent for landing the APU is started as usual and ten minutes later the left pack is lost and fifteen minutes later the pack comes back on its own.