elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: At approximately XA:48 while departing Runway XX at ZZZZ airport; both the Captain and I noticed we did not have any airspeed indications on takeoff. We aborted the takeoff roll at what we estimate was approximately 90 KTS and exited the runway at the end. After returning to the gate; the mechanic came to the cockpit and informed us that he had not removed the pitot tube covers before we left the gate and that was the problem. I had not noticed them on my pre-flight walk around as the ramp is very dark; and the covers are not the normal type we are used to seeing. They are dark red in color and hard to see. After maintenance did their inspection; we departed without further incident.


Second narrative: Aborted Takeoff on Runway XX at ZZZZ due to a lack of airspeed indications on both the Captain's and First Officer's airspeed indicators. Upon return to the gate; discovered pitot covers had been installed during the aircraft layover; but not removed prior to pushback for departure.The mechanic was apologetic regarding his failure to remove the probe covers prior to flight. He was professional and efficient in dealing with the incident and related inspections; including deferral of a faulty brake monitor indication. I was impressed by his response and am confident it will not happen again on his watch. I am also confident the First Officer; who is capable and professional; has a heightened awareness of the importance of carefully inspecting the pitot tubes prior to departure. As Captain; prior to boarding I am in the habit of scanning the aircraft for the condition of the tires; any fluids on or under the aircraft; and any frozen contamination which would require deicing. In the future I will add the pitot tubes to that scan. Around the time of pushback there are probably 5-7 ground personnel around the nose of the aircraft at the conclusion of loading and prior to pushback. Some basic aircraft awareness training of those ground personnel regarding gear pins; engine inlet and probe covers might prevent a recurrence of a RTO or similar event like this in the future.


Synopsis: B767 flight crew reported a rejected takeoff at 90 KTS due to airspeed indication issues.  Pitot tube covers had not been removed prior to takeoff roll.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Crew used standard procedures to review the DG paperwork and inspect the DG can in position 1.  All was correct in accordance with the Flight Operations Manual. Upon landing in ZZZ; the [Dispatcher] informed us the load crew had improperly loaded lithium batteries in position 4 LEFT when the paperwork we were provided showed position 1.




Synopsis: B757 First Officer reported Load Crew improperly loaded Lithium Ion batteries in Dangerous Goods container.
Date: 201701
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On [takeoff]; we received a Red TAKEOFF CONFIGURATION warning and associated Master Caution and audible aural warning horn. The Captain elected to reject the takeoff. He maintained positive aircraft control on centerline throughout. I notified ATC of the abort. We taxied off the active runway and brought the aircraft to a stop. The CAPT and I checked all items in the cockpit that could have triggered the warning and affirmed that the aircraft had been fully and correctly configured for our takeoff.I coordinated with ATC for an immediate inspection for possible damage to the aircraft; with special attention to the wheels; brakes; landing gear. I ran the TAKEOFF CONFIGURATION checklist and reviewed the Brake Cooling Charts in the Performance Inflight Section of the QRH; noting and communicating to the Captain the possibility of melted fuse plugs. In addition to the aircraft inspection; Airport Rescue and Fire Fighting personnel and equipment did a sweep of the RWY and indicated that there was no evidence of tire failure; separation; or debris on the RWY. Upon inspection of the aircraft; they communicated that there was no evidence of fire or smoke; but both LEFT MAIN LANDING GEAR tires were flat (possibly suggesting that the tire fuse plugs melted sometime after coming to a stop).




Synopsis: B737-800 flight crew rejected the takeoff due to a Takeoff Configuration Warning. A check of the items that could activate the warning confirmed that the aircraft was properly configured.
Date: 201908
Local time of day: 0601-1200
Location: TOA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D TOA
ATC / advisory: Tower TOA
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: After departing Runway 29R; Stearman executed a VFR box climb within Class D airspace. The aircraft was on a right downwind approaching 1;500 feet when ATC advised it to level off and issued a traffic alert. Conflicting traffic; a white and green Cessna 177; was at the aircraft's 1 o'clock high position; almost directly over the Stearman. Position was initially obscured by the Stearman's upper right wing. Less than 300 feet of separation was estimated. The Cessna 177 was also executing a box climb; however; its rate of climb was minimal.Stearman leveled off; and continued an easterly track at 1;500 feet to gain separation with the conflicting traffic. Once sufficient separation was gained; a climb was resumed while maintaining visual separation with the Cessna 177. An uneventful climb out of Class D followed.The ATC who assigned me to level off had a distinctly different voice from the Controller working local control and could have been a supervisor. The crew of debriefed this incident; and feel the conflict was mainly the result of the Cessna 177's very low rate of climb. Our crew is very grateful for the hard work and diligence of ATC.Replay of the incident on an ADS-B Out monitoring website confirmed visual indications of less than 300 feet of separation. At the closest point of approach; the two aircraft tracks indicated 219 feet apart. After their initial climb on downwind; Cessna turned over TOA airport at 1;286 feet MSL. Had that aircraft made this turn at a higher altitude; a traffic conflict might not have occurred on its second climbing downwind leg.




Synopsis: GA flight crew reported taking evasive action due to low climb rate of another aircraft.
Date: 202001
Local time of day: 0601-1200
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: Cruise
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter function: Flight Attendant In Charge
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: CA (Captain) advised FAs (Flight Attendants) of a critical situation due to 'flaps' failure. We could not continue to destination ZZZ because runway was too short so we turned back to ZZZ1. Landing went OK and we arrived safely at gate without incident.




Synopsis: Air Carrier Flight Attendant reported an air return due to a flaps failure.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I am the A Flight Attendant. Passenger X was making a connection. She also needed an aisle chair. My tablet was acting glitchy and I could not pull the station flight service phone numbers. There was not a jet bridge phone and no plane phone numbers. There were 2 passengers trapped at the 1 and 2 seats while the aisle passenger was in the 3 seat. Total of 3 people stuck. Passenger X was getting very restless and stressed. I was not aware; for the passenger's safety; I was not to leave and inform the Agent of the urgency for the aisle chair. I deeply apologize; this will never happen again. Working conditions with COVID; are very stressful.Make sure that every flight has availability to jet bridge phones numbers; to communicate with the Gate Agents.




Synopsis: Flight Attendant reported staff shortage and poor customer service due to the COVID-19 pandemic contributed to some passengers not being able to deplane in a timely manner.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: J3 Cub
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Busy day at the airport in the ZZZ traffic pattern. I heard a slightly garbled message about a Piper Cub entering a tear drop for the 45 to Runway XX as I was turning crosswind. I continued looking for the cub but did not see it and made my downwind turn and radio call. About halfway through downwind TCAS alerted me that there was something closer than a mile about 300 feet below me even though I was at TPA (Traffic Pattern Altitude). Worried I was over top of another aircraft I turned left and then right aggressively to check under the wings and nose for an aircraft and I did not see anything. Passed the numbers on downwind and started my descent to base. Called my base turn; heard something garbled. Then heard someone calling 'the Diamond' to which the pilot said I had gotten within 100 yards of him and that I should watch for traffic better. I did look; I had been in the pattern practicing all morning; I made clearing maneuvers to make sure there was nothing in a blind spot but at the end of the day I did not see him. While radios are not required; he obviously had one. Some of the hardest things to see while in the air are airports and other planes. It also would have been beneficial had the Piper Cub been at published TPA and even though not required; when within a very busy non towered airport; clearly announcing his position.




Synopsis: Pilot reported communication issues caused a Near Mid Air Collision at a non-towered airport.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We received load schedule from Agent. He said that the takeoff weight exceeded the planned takeoff weight by 259 pounds. Flight Crew discussed with the Agent we would delay takeoff and burn 300 pounds at the end of taxiway holding area until below planned takeoff weight. The maximum ATOG was 145.2 and the planned takeoff weight from the load schedule was 145;259. So both MAX ATOG and takeoff weight were the same at 145.2.	The Crew took off below planned takeoff weight after burning 300 pounds on the ground. The Crew realized; once airborne; that we should have contacted Dispatch prior to push off the gate to adjust weights to ensure all paperwork was correct. Crew was under the impression that both [our operations software] and [the performance computer] would not give performance data if overweight; but they did.


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


Synopsis: B737-700 flight crew reported departing the gate over their max takeoff weight and questioned why the air carrier systems and procedures would allow that.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Weather elements / visibility: Rain; Thunderstorm
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight phase: Climb; Cruise; Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Company Policy; Staffing; Human Factors
Primary problem: Staffing

Narrative: I really don't know where to start; this being the third time this week I've been put in an unsafe situation. Today we had weather since I came in at XA:00. All the ZZZ departures and ZZZ1 departures were flying the same route deviating for the weather we had nobody to help and my scope was clutter with airplanes. I can't believe there was no spacing requested when everyone knew about what the airplanes were doing; except apparently our TMU (Traffic Management Unit. I couldn't call weather; and everyone was stepping on each other on the frequency because every aircraft want to deviate. It has been a bad week and like I said at the beginning this was the third time this week we were put in an unsafe situation. Our staffing is bad and they don't want to talk about it. Yesterday on the same sector a bunch of aircraft with in trail spacing to ZZZ2 and about 30 of the ZZZ2. The problem is not so much the traffic; it was the in trail spacing having all that traffic on headings to get the spacing. I'm pretty frustrated with the situations we have been dealing specially this week; hopefully we can be better to keep the flying public safe. Plan ahead there is no reason for me working that amount of aircraft before XA:30. If that is the case then why we have TMU for.




Synopsis: Center Controller reported consistently working sectors with excessive workloads due to weather deviations and insufficient staffing.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Air quality incident following de-icing in ZZZ.  I was in my aft jump seat during de-icing service.  Several moments later; Dizziness and blurred vision; and inability to read came over me.  Symptoms gradually subsided.  I inquired with my crew mates if others experienced symptoms; but I was the only one.  I was able to perform my duties; but my balance was compromised; and mitigated dizziness persisted for the duration of the flight; and even as I write this report 35 [minutes] after landing.




Synopsis: B737-800 Flight Attendant reported an air quality event after de-icing that resulted in physiological issues.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Trainee
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy; Human Factors; Manuals; Procedure
Primary problem: Company Policy

Narrative: Removed and replaced HYD pump on engine and noticed that this engine and all the others don't have safety wire on the HYD tubing where it should be.  Has bothered me ever since and ended up being one of the reasons that I am not employed there.  I was told that they don't safety the large intake and return lines on the engine driven pumps even though there is clearly a place for it.




Synopsis: Aircraft Technician reported hydraulic tubing not secured with safety wire on a B717 aircraft.
Date: 201209
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: It was my leg; and all preflight events were normal. After being cleared for take off behind a B757; the takeoff run was normal. After rotating and breaking ground a positive speed trend was observed and positive climb rate and 'positive rate' was called. I called for 'Gear-up/Speed Mode'; and was hit by a slight wake turbulence. The aircraft rolled about 10 degrees left-wing down; and the stick-shaker activated for about 1/2 a second. I lowered the angle of attack; and the aircraft continued as normal. We completed the climb/configuration and completed the checklists as normal. There were no deviations of airspeed; altitude; or track. The upset was not great; and at no time did the aircraft feel out of control. We were cleared for takeoff by ATC using the prescribed procedures; but with the statement 'Caution for the wake turbulence from the preceding Boeing 757'. As always in ATL; we must be on guard for this; and the training department even trains us in simulators for this exact event. I felt I have been given the appropriate training; and felt it was handled accordingly.




Synopsis: CRJ-200 First Officer described wake vortex encounter on takeoff in ATL behind a B757.
Date: 202111
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We received a message from Dispatch [during cruise] at (time) that HAZMAT (Radioactive Material) had been loaded aboard our aircraft without my knowing it and obviously without my signing a NOTAC (Notice To Pilot In Command) Company Air Waybill XXX-XXXXXXXX. We proceeded to ZZZ1 notifying Operations en route. Upon arrival at the gate; the Operations Agent informed us that no further paperwork or procedures were required of me as Pilot-In-Command of the Aircrew. No HAZMAT was listed on the Dispatch Release.




Synopsis: Air Carrier Captain reported airborne Dispatch notification of undocumented Hazmat cargo on board. Flight crew coordinated with destination Operations who stated no further action required of flight crew.