elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cabin Crew Seat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: While working the X position during cruise after completing beverage service; I opened my jump seat to sit down. Jump seat severely injured my finger tip. Aircraft was diverted to ZZZ [and] parked on the Ramp. [I was then] met by EMTs; was removed by EMTs; and taken by ambulance to hospital for surgery; creating an inadvertent minimum crew violation as I was injured and had to be taken off the aircraft without being able to deplane passengers first.




Synopsis: Flight Attendant reported injuring a finger while operating the jump seat; causing a diversion and a potential minimum crew violation.
Date: 201604
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA; Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Coming up on [fix] I requested descent. The controller stated it would be 15 miles. I was at my Top of Descent (TOD) so I waited 15 miles and asked again. The controller stated he would descend me when he decided.  I told him I was past TOD and was coming close to not making MERMA at 14;000 foot restriction.  He then started vectoring me 7 times with over 180 degree turns and being a jerk.  All this time slowly giving me 1;000 foot descents. He was rude and threatened me that he would have to give me a phone number. Finally he gave me direct to [fix] and cross at 14;000 feet. With that clearance I read it back and said good day. He came back and stated to stay with him. I stated yes sir just wishful thinking. He blew a gasket yelling at me that IF I had one more non vernacular aviation comment he would violate me. Then an airliner spoke 'you go boy' and the controller thanked them.  Really...  So I asked for the phone number so I could complain as then he changed my frequency and stated that I should have filed for a lower altitude next time and I stated due to operations I was unable and he spouted off that I should have went at 11;000 feet VFR then. The next controller seemed to be also trying to help their buddy out and make me violate the FAR. This gaining up on a single pilot jet operation is unacceptable and to be a bully and trying to push me around is not right. His nasty comments and how to operate my aircraft is just wrong. I did call the number and the supervisor started off apologizing to me and that they would not come after me for anything. I thanked him and told him my side and that I needed to file a SAFA and he agreed it would be good to advise you so we may never have this happen again.  I purposely filed the west leg of the arrival to get down in time and the controller before was helping give a short cut that was not asked for but appreciated.




Synopsis: Cessna Citation 525 single pilot twice requested descent to 14;000 FT to make the MERMA restriction.  Pilot was reportedly chastised by the Controller and felt he was vectored excessively by ATC.
Date: 201810
Local time of day: 0601-1200
Location: RYY.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D RYY
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: I was flying to get a transponder check at RYY. En-route I flew over Dobbins airspace; and contacted their controller before entering their airspace. Since my route would take me directly from Dobbins airspace to Cobb County's airspace; I asked the controller if she would hand me off; or if I would need to contact [them] before entry. The controller asked me to stand by; and notify me to change frequency as I was about to enter the airspace. I change the frequency shortly before entering the airspace; but the frequency was busy; and I was not sure if the controller had handed me off or not. The frequency was quite busy; and there was not an opening to speak with ATC until I was already in the airspace; at which point it was clear that my aircraft was disrupting the planned traffic.




Synopsis: C172 pilot reported entering airspace without radio communication due to confusion over an ATC handoff.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Following standard briefing from flight service; system checks; and run-up; departed and initiated climb to the northwest. As I climbed engine began running rough. I changed fuel mixture and switched fuel tanks. Engine continued to run rough and produce only partial power. I decided to return to airport. On short final I set flaps and adjusted trim to landing configuration. As I approached touchdown; I realized gear-up warning alarm was sounding. I moved landing gear lever to down position. However; it was too late for gear to fully extend and plane touched down on runway and landed with gear up. Notified UNICOM that I landed gear-up on runway and that there were no injuries. I shut down all systems on the plane and exited. At this time the cause of the engine problem is unknown. One possible cause is that an injector became plugged causing the partial power. The primary cause of the 'gear-up' landing is not following landing checklist under all landing conditions.




Synopsis: M20E pilot reported landing gear-up because of distractions dealing with an engine problem.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll I noticed a drop in manifold pressure in the left engine. Checked airspeed; 80 plus KTS; and determined I was committed to the takeoff. I rotated normally; retracted the gear with a positive climb indication and prepared for a possible turbocharger failure and planned to return to the airport. Around 150-200 FT AGL the left engine failed.I executed the Engine Failure after takeoff flow from the QRH while maintaining positive control of the aircraft; then noticed a zero reading on the left engine fuel flow indicator and saw smoke coming from the left engine. I feathered the left engine and continued the climb to 500 FT AGL where I contacted the Tower; declared an emergency; and conducted a left traffic pattern to return safely to the runway; after which I taxied to the ramp escorted by a fire truck.




Synopsis: After suffering and engine failure immediately after takeoff; the pilot of a C-402 declared an emergency; performed an inflight shut down; and flew a closed pattern back to a safe landing.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Spoiler System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On taxi out; the flight crew noticed that we had two status messages; indicating 'IB GRD Spoilers Fault' and 'Flt Spoilers Fault.' The First Officer reviewed the QRH; which said that all systems were operating normally. Per the company's operating manual; the flight could be continued without communicating with the Dispatcher if it is determined that the flight could be operated safely in accordance with the provisions of the MEL. We determined that the flight could be operated safely in this manner; so we continued with the takeoff. We also were receiving the green 'Takeoff Config OK' advisory message; further confirming the safety of the takeoff. At about 40-50 KTS on the takeoff roll; we received an EICAS warning message and aural warning of 'Config Spoilers.' We discontinued the takeoff safely; and taxied off the runway. We returned to the gate; received corrective maintenance; and continued the flight without incident. The undesired state was that the airplane's configuration warning system alerted the crew to a possible unsafe situation during takeoff. After this experience; I will treat all spoiler-related status messages as a threat to an incident-free takeoff. In this case; I would consult with my Dispatcher and Maintenance Control to address the status messages before attempting a takeoff.




Synopsis: CRJ200 Captain receives two status messages during taxi out indicating 'IB GRD Spoilers Fault' and Flt Spoilers Fault.' The crew determines that the aircraft is good to go without maintenance action. During takeoff the configuration warning sounds and the crew rejects.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: [I was flying a] Sonex; conventional gear; (tail wheel). During takeoff after tail was in the air; for what ever reason; combination torque and crosswind; the aircraft began a turn to the left. [I] was unable to correct to the right because this aircraft does not have differential braking and did not have enough wind to have rudder authority. Braking with the tail in the air; trying to avoid a ridge along side of runway came in contact with a runway light. Only damage was to the ends of the propeller from contact with the sand and grass. No injuries. The takeoff was a 'rolling' takeoff and most likely there was some wake turbulence from an earlier takeoff of larger plane. (AT-6). Not having differential braking and not feeling comfortable trying to put the tail down while trying to use max braking caused lack of directional control.




Synopsis: A Sonex turned left off the runway during the takeoff roll because of torque and crosswind. Unable to stop; the pilot continued as his propeller struck sand and grass before liftoff.
Date: 201304
Local time of day: 0001-0600
Location: ICT.Airport, KS
Aircraft: T6A Texan II / Harvard II (Raytheon)
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ICT
ATC / advisory: TRACON ICT
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Two T6's; were on downwind. I turned the first T6 base and descended him to 3;000. Apparently; both aircraft took the turn and descended and the second T6 happened to be over an antenna with an MVA of 3;500. After listening to the tapes; I realized the second T6 readback the turn and descent as well. When I noticed the second T6 turning and descending; I immediately climbed him back to 3;500 and turned him back to downwind. The two aircraft came in to the airspace together; but I could have reminded them again of the similar sounding call signs. I also should have listened to the read back more closely.




Synopsis: TRACON Controller described a below MVA event when traffic with a similar call sign initiated a turn and descent issued to another aircraft; the Controller immediately issuing corrective action.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Cloudy
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were on descent into ZZZ at 11;000 feet; it was -7 SAT and ahead; there was a rain cloud so we selected engine anti-ice to on. We flew through the cloud and smelled what the cockpit could describe as 'ozone;' or moisture from the cloud. The A Flight Attendant called up to the cockpit and said the aft of the cabin smelled a 'faint electrical burning smell.' I told the A [Flight Attendant] that we flew through a cloud and the smell had gone away and to check if it was electrical and if it was getting worse at all. She came back and called and told me the smell had subsided. It was all within 15-30 seconds.Upon landing; I had the A [Flight Attendant] came up the cockpit and called the aft galley on speaker. I debriefed the crew and we discussed what we smelled; and had decided the smell must have been the passing through the cloud. I left the airplane and a non-revving First Officer called me to tell me that he had smelled a 'strong electrical smell.' [He said] that the passengers around him looked alarmed; and one was covering his face. Another non-revving Captain told me that he smelled a 'burning oil smell.' I wrote up the incident to have Maintenance further investigate what the odor could have been; as there were 3 different smells throughout my aircraft. I had written up and advised Maintenance of the discrepancy well after the incident because I didn't know the severity of the odor until the non-revving First Officer called me to ask me how I didn't write up a bad fumes event.




Synopsis: Air carrier Captain reported a fumes event that initially appeared to be localized to cockpit was also experienced by flight attendants and passengers.
Date: 201209
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent; Initial Approach
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Aircraft; Chart Or Publication
Primary problem: Aircraft

Narrative: With autopilot engaged and cleared to descend via the FRDMM One RNAV STAR; the aircraft descended below FL240 at BRVRY while showing on profile. It descended to FL233 before I could disengage the autopilot and (correct the) descent. We recovered; landed and then wrote up the system.




Synopsis: An air carrier flight crew cleared via the FRDMM RNAV STAR to DCA failed to comply with the crossing altitude restrictions at BRVRY.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the initial climb out while passing through approximately 1000 ft; we had the amber message 'STEERING INOP' come up on the ECIAS. I was the pilot flying and Captain was the pilot monitoring. After climbing through 10;000 ft; Capt ran the QRH for STEERING INOP in an attempt to remove the message. After multiple unsuccessful attempts to remove the message; he proceeded to the next step which is to turn the nose wheel steering off. We continued on to [the destination]. While enroute; I continued flying the aircraft and working the radios while Capt informed the Flight Attendants about the situation and was coordinating with Maintenance and Dispatch. As we began our descent Capt informed the passengers of the situation and what to expect. Once we switched over to Approach; he requested the longest runway. On final approach; I switched over the controls to Capt. and then became pilot monitoring. We made a successful landing then came to a complete stop. Once stopped; we attempted to turn the nose wheel steering back on to see if it would work. That was unsuccessful and at that point I notified the Tower that we would need a tug to tow us off the runway.




Synopsis: CRJ-900 First Officer reported landing without incident after the nose wheel steering failed.