elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency

Narrative: At FL360 in cruise flight we heard and felt a loud bang. Although no system lights had illuminated the left engine began to lose power and its EGT began to rise. Flight attendants called and reported sparks coming from the left engine. We chose to shut the engine down and declare an emergency. We diverted to a nearby airport where the landing was uneventful.


Second narrative: However; the auto-throttles did disengage and the Number 1 Engine N1 began to decrease. The aircraft's airspeed began to deteriorate so we requested an immediate lower altitude.The Captain briefed the flight attendants and told them to prepare the cabin for landing but not to plan for an evacuation.We landed uneventfully using Flaps 15 and maximum autobrakes. After pulling off the runway CFR circled the plane and reported no fires or external threats. We taxied to and parked at the Tower assigned gate.


Synopsis: Following a loud bang and sparks emitted from the left engine the flight crew of a B737 shut it down; declared an emergency and diverted to the nearest suitable airport.
Date: 201811
Local time of day: 1201-1800
Location: CCR.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D CCR
ATC / advisory: Tower CCR
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While conducting RNAV 19R; circle 01L at CCR during low visibility due to smoke; we noted traffic 100 feet higher than us but directly in our flight path. I was about to query ATC when they called out the traffic to me. I told ATC that we were likely to have a TCAS/RA and as soon as I said that; we got a 'Traffic; Traffic' followed by 'Climb; Increase Climb' instruction. We immediately turned off the autopilot and began climbing; following the TCAS/RA climb instructions. We executed a missed approach and returned for another circling approach. During the second attempt; we encountered yet another aircraft 100' above us and again in our flight path. This time it was a helicopter that had drifted into the Class D airspace. We did not get a TCAS alert but we had to wait until they were clear before making the base [turn] for the approach. I asked Ground Control what had happened and they offered no explanations. I called the tower chief and informed him of what took place. He was unaware of what transpired. We spoke to the Captain of the first plane we encountered and he was pretty shaken up and said 'we were very close.' I never heard back from the Tower [Manager]. ATIS was reporting 7 miles with smoke but it was likely less than 3 miles. I told the Tower [Manager] this information and noted the beacon was turned on shortly thereafter (IFR). Ceiling was clear.




Synopsis: GA pilot reported a NMAC while on approach to CCR.
Date: 201408
Local time of day: 0601-1200
Location: HIO.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On direct flight from HIO to the coast at 4;500 FT MSL; my grandson in left front seat was setting up to take pictures w/his iPhone while my wife was right hand rear passenger. While westbound over Pacific Coast range; approximately half way between HIO and the coast; my grandson exclaimed; 'Wow; that was close.' Having seen nothing; I asked what he saw; after landing; I questioned both passengers about what they observed. Left front passenger stated he saw a blue single engine aircraft descend from above; right to left; just missing our left wing. Right rear passenger reported only a flash from right to left. I neither saw nor felt anything. I was monitoring 122.9 at the time. My aircraft has no autopilot. I was maintaining heading and altitude with no weather obstructions.




Synopsis: A pilot flying from HIO to the coast reported a near miss with an unidentified aircraft which both his grandson and wife saw momentarily; but he did not.
Date: 201908
Location: IAH.Airport, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; MEL; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Aircraft X #2 engine flown with known problem from ZZZ to IAH. Maintenance Control wrote a write up that right engine had an exceedance light on when engine was not running; wanted us to do FMC (Flight Management Computer) Test on EEC (Electronic Engine Control) Right Engine. The results of the test were two faults. The results drove the aircraft out of service here at IAH; first ETR (Estimated Time of Repair) set at XA:00 today; probe cleaning and or replacing. When Maintenance Controller was asked why they let the aircraft leave ZZZ that way; he stated that during shift turnover; the problem was forgotten about. Someone had to reset the red light and the box around the EGT gauge in cockpit. Bottom line is they flew the aircraft with a known Engine Out of Service condition from ZZZ to IAH illegally.




Synopsis: Technician reported an aircraft flew with an engine that was supposed to be out of service.
Date: 202009
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; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
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: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: First Officer (F/O) developed signs of hypoxia from mid cruise flight and verbalized his symptoms. I noticed pale skin; sweat and unsteady hands. I asked if he is fit to continue as pilot flying. He decided to surrender the pilot flying role. I decided against declaring pan pan since F/O's speech was clear at all times and his condition improved to normal during descent. The flight continued without further implications. I asked for self assessment after gate arrival. F/O decided to remove himself from the trip. Spokane had heavy smoke for the length of the layover. F/O ventilated smoke into his room during the night by having his wall unit air conditioning active. Dangerous air warnings were sent to all cell phones in Spokane in the early evening. Consider sending message to all crew members to stay indoors in affected areas and to turn wall air conditioning units off upon room arrival.




Synopsis: Air carrier Captain reported that the First Officer developed signs of hypoxia and noted that during the layover the area had experienced heavy smoke which had been drawn into the First Officer's hotel room through the air conditioning system.
Date: 201812
Local time of day: 0001-0600
Location: ZAU.ARTCC, IL
Weather elements / visibility: Turbulence
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Captain briefed crew that it was going to be choppy on climb out and would call us to let us know when it was okay to get up. After climb; Captain called us to [inform] us of light chop but we can resume duties; but not take carts out. Flight Attendant 2 started to open up the compartments in aft galley when we went through what Flight Attendant 2 and Flight Attendant 4 thought was severe turbulence. Flight Attendant 2 was lifted into the air and fell into Flight Attendant 4 on the jump seat. Once it was moderately safe to move; Flight Attendant 2 moved into their jump seat. As Flight Attendant 2 was strapping in; there was another big pocket of turbulence and Flight Attendant 2 was swung out of seat and landed in the aisle between the two jump seats. Right arm was injured. Pain shooting down right arm with wrist and hand pain as well.




Synopsis: Flight Attendant reported severe turbulence and injury during climb out.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Captain was flying. After a flaps 20 takeoff; he called for flaps 8. I selected flaps 8 and shortly thereafter received the FLAP FAIL EICAS message. We ran the QRH checklist and determined the need to land at the nearest suitable airport. Dispatch and Maintenance Control were advised of the situation and were coordinated with regarding the diversion. Between us we selected the nearest suitable airport to which we continued to and landed IAW the QRH FLAP FAIL procedures. Passengers were deplaned at a normal interval after parking. A different plane was swapped for the diversion aircraft and the flight was re-dispatched to destination.The FLAP FAIL occurred when the flaps are normally retracted which is typically a high workload time of the flight. Although not as severe a failure as an engine failure or in-flight fire; the flap failure certainly is non-routine and added to the workload. This threat was overcome and through good training and proper communication between crewmembers and with Dispatch and Maintenance the aircraft made a safe landing without an undesired aircraft state or any known errors. There was a previous write-up in the maintenance log for a FLAP FAIL that had been cleared by replacing the SDU. Apparently; this did not solve the problem as the diversion flight was only a few cycles later.What we train for actually happens. Good training made this event as routine as possible. The practice of reading previous discrepancies is very good as neither of us were completely surprised by the flaps failing. We weren't expecting it; but somewhere in the back of our minds; we were mentally prepared for it. I can't help but wonder if an opportunity to prevent this (second FLAP FAIL in less than five cycles) was somehow missed. Will this airframe have another FLAP FAIL in the next five cycles?




Synopsis: A CRJ-200 flight crew diverted to the nearest suitable airport following receipt of a FLAPS FAIL EICAS message.  They landed safely; transferred their passengers to another aircraft; and continued their flight to destination.
Date: 201401
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Pedal
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Troubleshooting; Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Became Reoriented; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon applying take off power the First Officer noticed that he was unable to apply right rudder pressure. The Captain noticed that the aircraft was veering to the left and not on center line. The First Officer simply stated 'rudder' indication to the Captain that there was a rudder malfunction. The Captain called for the controls and the abort. After exiting the runway the First Officer noticed a full water bottle under his right rudder pedal. The obstruction was removed. The crew preformed the after landing check list and the immediate action items for RTO and notified the passengers of the problem and that they would be taking off in the next 20 min. Airspeed of RTO was 70 knots or less. Crew waited 15 min before attempting the next departure.


Second narrative: The last leg of a long delayed day. The FO was the flying pilot. As he applied t/o thrust the aircraft started to veer to the left. At this point the centerline was outside the right main landing gear. I asked him what he was doing and he stated 'rudder' indicating to me that there was a problem; one that I did not understand but given our course and the confusion; I aborted the takeoff at 70 knots. After clearing the runway he informed me that a water bottle had slid under his right rudder peddle. We preformed the after landing checklist and the immediate action items / QRH for RTO. At this time he made a PA to the passengers about the abort; the reason and that we would be taking off in 15 min for brake cooling. I contacted ATC telling them that we would like to continue to a holding area for 15 min. During rudder check try and look under the rudders for obstructions. If that doesn't seem likely then find a better place for water bottle storage.


Synopsis: CRJ200 flight crew reports a rejected takeoff due to a jammed right rudder pedal caused by a water bottle blocking rudder pedal movement.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: During our initial maintenance delay for a nail in the tire; I was walking back to the aircraft with the maintenance personnel when a lady in the jetway stopped me and asked me if I would check if her wheelchair was put on the aircraft. I asked her what kind of wheel chair it was and she told me an electric one. I told her I'll see it gets put on; knowing that it would have to be marked on the load report. If this lady had not stopped me and told me about her wheelchair; we would have departed and never been any wiser. After boarding was completed; we received the load report. All that it stated was there was 43 bags. I asked the female ramp agent if there was a wheelchair loaded on board to make sure they had received it. She said 'yeah I think'; and my FO (First Officer) commented to me that she was very dismissive of me. Then she just walked off. Knowing that the load report was not correctly filled out we called for a ramp supervisor to address the issue. I also went down stairs to see what kind of wheel chair it was and how it was put in the cargo hold. I could not tell what type of mobility aid it was (i.e. lithium; non spillable; etc;) but I was told by the ramp agent that it was a Non Spillable battery. The wheel chair was basically in front of the cargo door with bags behind and in front of the wheelchair. FOM states: '...The wheelchair/mobility aid must be loaded and secured on the aircraft in a manner that prevents movement and protects the device against damage from movement of other cargo or baggage;' How does leaving the mobility aid so that it can freely move in the cargo bin with bags behind it and in front of it count as being secure? How does this stop bags falling on it during rotation or breaking when landing? Perhaps a better description in the FOM of how these mobility aids should be secured would be helpful in ensuring the rampers are doing their job correctly.




Synopsis: E-175 Captain reported communication breakdown between flight crew and Ramp Supervisor regarding load report errors. Captain further stated FOM Hazmat loading directives needs to be expanded.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Other When Lowering Towbar
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Human Factors

Narrative: 201309 at approximately XA:00am; my partner and I were tasked to move an A320 aircraft from a Terminal Gate to Spot XX.  I was upstairs riding brakes; my partner was driving the [Tow] tractor. Upon parking at   Spot-17; he moved an Entry Stand up to Door-1 Left (1L).  I opened the door; departed the airplane; leaving the door open.  My partner then lowered the [tow] cradle holding the nosegear; at which time I heard the horrible sound of something breaking.  I rushed to the cab of the tractor; stopped my partner from further lowering the cradle.  He then lifted it back up to the raised position.  I ascended the Entry Stand; saw the damage; and showed it to my partner.  We then found our Lead Mechanic and informed him of the situation. [Suggest to] always lower the nosegear cradle before positioning any equipment up to an airplane.




Synopsis: An Aircraft Maintenance Technician (AMT) describes how Door-1 Left (1L) on an A320 aircraft was damaged by an Entry Stand as another Technician lowered a towbar cradle holding the nosegear.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost one engine cylinder in flight. Informed tower of engine trouble and need of immediate clearance for landing. Landing was uneventful. Screws and bolts were missing or torn off cylinder Number 3. Awaiting more details from engine repair shop to cause. Plane had annual done [earlier in the year] with excellent cylinder pressure readings. All engine instruments were in the green prior to cylinder going out. Pre-flight check and run-up were normal.




Synopsis: PA32 pilot reported landing safely after losing one cylinder in the engine.