elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Clear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: I was flying to Texas to pick up a plane with low compression to bring it back for warranty work. I had my alternator fail about half way down. When we picked up the plane; I gave the other pilot my GPS and maps because he had a working radio and I was going to follow him. I lost him in smoke from a fire and never made visual contact with him after that. I flew lost with no radios or navigational tools. I was running out of fuel and was forced to make an emergency landing. I squawked 7700 and then 7600 and received the green light to land. I landed on a closed runway by mistake. I was happy to be on the ground. I was met by emergency personnel and they helped get fuel and charged my battery and was able to get a sectional map to finish my trip.




Synopsis: C172 pilot reports an alternator failure enroute to pick up another aircraft. After landing it is decided that the other pilot will fly the good plane and take the GPS and charts and the reporter will follow visually. Enroute; the lead aircraft is lost sight of due to smoke and not sighted again. Lost and low on fuel; the reporter lands at a suitable airport after receiving a green light from the Tower.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Just as I was about to leave my room [for an all-night flight]; I received a call from the Captain indicating that the plane was AOG and our flight was temporarily canceled. He did not know when the plane would be ready to fly. Only later did I discover that an MEL was close to expiration and the entire APU was being removed from the aircraft as a result. I have no doubt that the company was waiting for this work to be completed before they reached out to us. I heard nothing all afternoon from [the] Captain or [the airline]. [Late that] evening; I checked our scheduling application to see if any updates had been made and none existed. I drifted off to sleep at about that time. I was woken up by a phone call from the Captain about 2.5 hours later; and was told to be downstairs in an hour. I showed up downstairs and realized on the van ride to the airport that I was fatigued. I brought it up with [the] Captain and he refused to respect my complaint. He said that if we were to call in fatigue; that we should do it as a crew. I agreed and said that we should do that at this time. He refused. I called our Dispatch on my own and reported fatigue.  The Dispatcher told me to call the Chief Pilot to determine when I could be ready to go back on duty. I called the Chief Pilot and he told me that I had just had two days off and that I 'had better go fly'. The threatening manner in which he stated it; I felt that my job or my potential for advancement was at risk if I did not take the flight. I flew the trip and have received a follow up letter from [the Chief Pilot] indicating that this fatigue call is unacceptable and that I need to 'learn to manage my rest better'.




Synopsis: Air carrier First Officer reported a fatigue call after a long delay before an all-night flight was denied; and felt at risk because of it.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Service/Access Door
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb; around FL180; the nose accessory door warning light illuminated. We leveled off at FL190; completed the check list and diverted to a nearby airport where the approach and landing were uneventful. The forward latch was unseated at the bottom; however the remaining latch assembly was secured. During the final walk around; before engine start; latches were verified to be secured by both crew members.




Synopsis: As they leveled off the flight crew of CE-560 was greeted by and nose accessory door warning light. They landed at a nearby airport and discovered one of two latches open.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Fatigue; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Staffing
Primary problem: Environment - Non Weather Related

Narrative: Aircraft Y departed ZZZ1 airport IFR to the southeast out of the airspace; and Aircraft X was inbound landing ZZZ.  Aircraft X was cleared to the IAF for Runway X at ZZZ and descended to 060.  Aircraft Y was cleared to destination and climbed to 070.  2 additional aircraft departed ZZZ1 after Aircraft Y; and required more direct handling than Aircraft Y.  Aircraft X mentioned that they were picking up traffic to their Northwest; and by the time I looked; Aircraft Y was leaving 061; and Aircraft X was at 072.  They were separated by 2.62 miles and 900 feet vertically.  During with dealing with the other departure's climbing out behind Aircraft Y; I lost the Aircraft Y's rate of climb reference the descending jet traffic.  I immediately stopped Aircraft X 's descent; and stopped Aircraft Y's climb and descended Aircraft Y.  Due to COVID protocol; this occurred while staffed with 4 CPCs and 1 Supervisor to work the facility until XA:00 local time.Better staffing to alleviate Controller fatigue.  Our staffing has been tight; and time on position has been increased at the facility for a while; resulting in long work sessions and short breaks sometimes to produce coverage to work the traffic; which has resumed close to 90% of Pre-COVID numbers.




Synopsis: TRACON Controller reported a loss of separation between an air carrier and a small aircraft and cited staffing issues as a contributing factor.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
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: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On takeoff; I made the standard callouts and at Vlof (98) I rotated and the aircraft did not fly. We were too slow. I sped up and took off and as I was climbing out the airspeed was varying between 120 and 140. At this time; I noticed the VSI was not indicating and as I climbed the altimeter was unreliable. It was jumping up and down about 200 Ft at a time. I was handed off to departure.When I got to departure I requested to return to the field. It was VMC. The controller asked if I need the trucks and I declined. They cleared me for the visual to Runway XX and switched to me to tower. Tower cleared me to land on Runway XYR. I landed without incident but the airspeed never dropped below 120 until my GPS was showing me going 30 Knots.




Synopsis: A Cessna 402C pilot had erroneous indications from his airspeed indicator as well as his VSI and altimeter just after takeoff. He elected to return to the field and landed without incident.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was the Pilot Flying. We started initial descent on the RNAV Arrival. Around FL300; the autopilot disconnected with the associated warning and also an altitude warning. I began hand-flying the aircraft. The other problems included failed autothrottles; a frozen MCP with 50;000 feet in the altitude window and heading and airspeed were also frozen on inaccurate values. The Captain was coming back from an interphone call to try to rid the Flight Deck of his dinner tray. At this time; I was still responsible for the radios while he was 'off' and I requested a pilot's discretion descent to 10;000 feet. The Captain was very interested in canceling the altitude warning alert; which seemingly could not be canceled by any means; that we had available to us. The Captain began to troubleshoot. I hand flew the aircraft with no autopilot; autothrottles; flight directors; or advanced navigation. I did have primary flight and engine instruments with correct information. The Captain was under the impression that the FMC's were frozen and the ultimate cause of our problem. I was able to see our original magenta course on my map display and attempted to stay on flight planned course by flying the magenta line referencing the cross track error on Progress Page 2 on the First Officer's CDU. The Captain declared an emergency. ATC provided altitudes and headings for [the airport]. ATC also verified headings; altitudes; and distances with us; and we were able to make confirmations (i.e. they showed us heading 210 and we concurred). At this point; we were below FL240 and ATC was trying to understand the nature of our emergency. We were positioned on an extended left downwind. On the downwind; the aircraft seemingly started to correct itself; including the altitude warning ceasing because the MCP came 'unfrozen.' The flight conditions had been and continued to be day VFR; so we accepted a visual to the runway. I flew a non-coupled (no flight director; autopilot; or autothrottle) visual backed up with a raw data ILS. ATC notified us that the emergency equipment was standing by. I landed the aircraft with no further abnormalities.




Synopsis: B737 crew experienced an MCP failure during initial descent; resulting in loss of autopilot; flight directors; auto thrust; and a frozen MCP. An emergency is declared and vectors provided by ATC to a safe landing.
Date: 201909
Local time of day: 0001-0600
Weather elements / visibility: Rain
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Engine Oil Seals
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
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 Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft left the gate [and] taxied to position for takeoff. [We] had to wait about 25 minutes for takeoff due to storm and incoming aircraft. At takeoff with accelerating speeds; large amounts of what smelled like fuel were dispersed throughout the cabin; mainly aft. Myself and another Flight Attendant in the aft aircraft got extreme headaches. I personally do not get headaches unless it is related to allergies/asthma. Slight haze in cabin. [During] cruise smell seemed to dissipate. The smell came back at the top of descent. It was a slightly different smell; to me more like burning plastic than straight gas. FA 2 said [it] smelled like a chemical smell to her and LEO [Law Enforcement Officer] also commented that aircraft was 'very fuely.' We notified [the] Captain [and] mechanics were called. I immediately left the aircraft as I needed fresh air. I was told mechanics did a few checks and said there was an oil leak and sent aircraft to hanger. All 3 FAs were taken to medical where I received a breathing treatment.  We were taken off the rest of the trip and [instructed] to return to medical at a later date to get cleared to fly. The Doctor said I was having an allergic reaction; but cleared me to fly. My symptoms were blurred vision; headache; lethargic; and very slow shallow breathing. I do have controlled asthma and allergies; [and] I try to avoid all A319 aircraft. When these planes idle for a long time there is a huge amount of fuel that is sucked into the aircraft and usually makes me sick. Other aircraft types do not bother me but the A319 is awful. I feel in some ways having allergies [and] asthma gives me a greater awareness of just how bad these aircraft are. I have flown with a Flight Attendant that literally wears a real gas mask on this aircraft for takeoff and landing.




Synopsis: A319 Flight Attendant reported fuel type fumes in the cabin which resulted in health issues. At destination airport all flight attendants received medical treatment and were removed from the remainder of trip.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Attendant
When detected: Taxi
Result: General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: While waiting for takeoff with all passengers seated and secured and both FAs (Flight Attendants) prepared for departure and secured in our jump seats; our aircraft was struck by an unknown object at the time on the left side and aft section of our aircraft causing our aircraft to jolt left to right creating a loud sound of metal vs metal. I was FA B and immediately looked out my L2 and R2 window for signs of hazards or fire. I saw nothing hazardous but did see an aircraft with a tow attached directly behind our aircraft and stopped to our right. I checked on the well-being of our passengers in main cabin and although frightened; no one appeared hurt nor complained of any injuries. We waited for instructions from flight deck as to what happened and what our course of action would be. I saw emergency personnel; Fire Depart and airport Police arrive and surround both aircrafts I remained vigilant about outside safety conditions; calmed passengers and offered refreshments. Per Captain approval we allowed passengers access to restrooms and allowed them to use their Portable Electronic Devices and cell phones. We were advised that we would be deplaning all passengers via air stairs and bus them to main terminals as our aircraft would remain at its current location until further notice. The FAs then secured the aircraft by checking both lavatories; all overhead bin space; all seat pockets for any left behind objects. We locked our liquor carts and gathered our bags and were escorted to Gate to wait for further instructions. We are currently awaiting drug testing.




Synopsis: Flight Attendant reported aircraft was struck by another aircraft under tow.
Date: 202009
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: I was contacted by Supervisor. He called to notify me that I had come into contact with a coworker who tested positive for COVID-19. He told me I was to stay home from work date 1 and date 2 (next day) and that someone from the company would contact me later and tell me how long my self-quarantine would be. On date 1 my General Manager contacted me. He informed me that I was to report back to my regular shift starting on date 2. He said; because I had tested positive recently there was no reason for me to self-quarantine. I was told I couldn't test positive again for 90 days from the time I tested positive two months earlier. The company chose to quarantine only those employees who hadn't tested positive. I contracted COVID-19 from a co-worker who brought the virus to work. I was confirmed positive. From [month] I was out of work because of COVID-19. Having been affected directly by the virus changes how you see things. I had a doctor's appointment with my primary. I asked her if I was safe from contracting the virus for 90 days? Her response was to smile. She went on to explain; yes the chances of getting the virus were less of a risk; but that you could still get it again in those 90 days. I AM NOT IMMUNE FROM GETTING COVID-19 AGAIN. Company claims safety is their number 1 priority. The decision by the company to pick and choose who is quarantined is very troubling. I've been employed with the company for almost XX years. I'm extremely disappointed with the actions the company has taken. In my opinion safety was not the number 1 priority.




Synopsis: Ground employee reported being in contact with a coworker who tested positive for COVID-19 and asked to report to work the next day.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Canopy Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a night flight to check out a new comm radio I had installed in my experimental aircraft; the canopy opened and broke the plexiglass out. I was approximately 7 miles east of the airport and had just listened to ATIS; switched to Tower frequency and started my decent from 4;500 feet. Before I contacted Tower; the canopy on my aircraft opened and broke the plexiglass out of the frame. I maintained control of the aircraft and was able to keep my headset on. I had a hard time talking to the Tower due to the wind blast in the cockpit. I was able to slow down to help with the wind noise and to see outside better with less wind entering the cockpit. I requested priority handling and was cleared to land. I was able to maintain control of the aircraft and make a safe landing. I was able to taxi to parking.I requested priority handling at the time not knowing how things would progress with the canopy being damaged. Seeing at night with the cold air entering the cockpit was challenging.After considering the age of the aircraft; which was built over 40 years ago; more detailed inspections of latches; hinges and plexiglass would be paramount to continued operation of aging aircraft.




Synopsis: Experimental aircraft pilot reported the cockpit canopy opened during descent approach resulting in the plexiglass breaking.  Pilot described a difficult final approach; but landed the aircraft safely.