elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 1201-1800
Location: IAD.Airport, DC
Light: Night
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
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: Fatigue; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: This flight canceled due to duty limitations. Management is impeding the Part 117 rules by punishment of its pilots. The company has implemented a policy of not providing accommodations to the individual pilot whom did not provide the airline with a duty extension. In these specific occurrences the airline will provide the other 3 crew members with a hotel. This policy is simply retaliation for compliance with Part 117. These occurrences effectively punish that individual employee; for Part 117 compliance. This practice is clearly unsafe and is absolutely blatant pilot intimidation. In some cases a young pilot with a family may not be in a situation to afford extra hotel cost during the month. Furthermore; after speaking with the Chief Pilot; it was clear that they would never have recommended this practice. This policy has been implemented by some other entity within the company. This practice should stop as it is unethical and inappropriate. Furthermore; it could be construed as discrimination in the workplace. This policy was implemented on said pilot last night after he complied with Part 117. In order to retain and hire pilots the company must pay competitive wages and improve pilot scheduling. Pilots are worked to the maximum flight hours and maximum duty hours. The airline has a severe pilot shortage and few available reserve pilots.




Synopsis: Captain reported conflicting company policy and FAR duty-day limitations.
Date: 202003
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
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 realized I didn't have my apron; which contained my EFB; while on the van; heading to our overnight. Because of our service procedures changing on an almost daily basis; during this chaotic time; my routine was disrupted and I inadvertently left it on our previous airplane. I knew we weren't going to be serving on our flight so I didn't get my apron out and stow it like I normally would; therefore I didn't realize it was missing until I was getting my van tip out of my bag.




Synopsis: Flight Attendant stated preoccupation with COVID-19 concerns resulted in forgetting to bring the EFB to work.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Moved onto taxiway prior to receiving ground authorization. Ground control explained to me that proper procedures required me to contact ground before movement onto a taxiway. Then I received notification to hold at runway entrance and held there. Ground then switched me to tower frequency and cleared me for takeoff and to contact departure on what I thought was frequency 123.0. I crossed onto the runway and tried to communicate with 123.0 and did not get a response. I patiently waited for a response on 123.0 but did not get one. I returned to tower frequency and he gave further instructions. Traffic was delayed because of my wait on a misread frequency. In retrospect; I should have contacted tower more quickly when no response was received. More communication training will occur with me during my future Instrument Rating coursework.




Synopsis: C182 pilot reported a taxiway incursion as well as confusion and communication issues during the interaction with ATC.
Date: 202010
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke; 6
Light: Night
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke in cockpit at FL 190 caused by wiring ground in pilots yoke.  Notified ATC authority and initiated emergency descent.  Diverted into ZZZ. ARTCC aided with initial vectors.  Arrival and landing normal.  Smoke cleared after circuit breakers popped.  Repair made next day by Company 1; and cleared for flight.




Synopsis: Pilot flying Cessna 421 aircraft reports smoke in cockpit and makes emergency landing.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Situational Awareness; Confusion
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 Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Aircraft

Narrative: We were on a Visual Approach to Runway XX.  Intercepting the glideslope; I called for gear/flaps 15.  Calling for flaps 30; I looked at the flap gauge and saw the yellow Leading Edge Flap Transit light on.  I looked up and saw a yellow Slat #6 light. We executed a go-around to run the checklist. ATC gave us instructions and then asked 'State reason for the go-around.'  We cleaned up the gear and got the flaps up to 10.  I was hand flying and checking for a controllability issues and the FO got the QRH out. We ran the checklist and setup and briefed the change to flaps 15 and ran the brief for landing again for flaps 15. The FO also did a visual check of Slat 6 and saw that it matched the others. ATC gave us instructions numerous times while running the checklist.  We were vectored back in for the visual to Runway XX and were instructed to maintain 180 knots until final; we started our second approach.  Glideslope intercepted; I called for the gear and flaps 15. I was flying at 148 to 155 knots as we were heavy and on glideslope.  At approximately 1500 ft we got a 'Airspeed Low' call out. I was at 145 knots.  It only lasted for a moment.  It looked like a logic error to the both of us as the speed was well above the stall warning or approach to stall; but we bumped the speed 10 knots flying at 150 knots.  That is when we realized that we had fat fingered the Vref15 plus 15 and had done the usual plus 5. We had 134/139 in the box not 148/153 we should have.  No further problems were encountered and we made an uneventful landing. Maintenance found a bad sensor on the #6 Slat and a MEL was issued.The QRC and brief are still very new.  ATC chatter did not help.  We talked it over and beat ourselves up over our screw up.  We are just not sure how it happened; but we both messed it up somehow. We handled the situation fine and we both learned a valuable lesson from the experience.




Synopsis: B737 Captain reported the leading edge flap transit light illuminated as flaps 30 was selected. Maintenance found a faulty slat sensor after landing.
Date: 201408
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC; Special Use W-122
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: The Warning Area (W-122) went active and about fifteen minutes later I let two aircraft transition through the airspace without providing a point out to Giant Killer. I noticed the issue when the aircraft were about 10-15 miles inside of W-122 and I immediately called Giant Killer to make a point out. They said point out approved.  The contributing factor was that TMU put out a restriction for no parallels via the AR's and to help comply with this; I provided a shortcut for the two aircraft in question and forgot to point them out to Giant Killer when I did so.I should post a reminder at the sector that W-122 is active so I'm reminded of the active airspace.




Synopsis: ZDC Controller reports of two airspace violations due to forgetting that the airspace was active.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise; I smelled a strong electrical odor on the flight deck. I conferred with First Officer and she confirmed this as well. Not more than a few minutes later we received a call from our Flight Attendant stating there was a strong electrical smell and the cabin was hazy. I instructed [the] Flight Attendant to turn off ALL electrical components off in the cabin. We then completed the; Fuselage Fire or Smoke; Unknown Source checklist; declaring an emergency and diverted and landed without further incident.




Synopsis: DHC8-100 Captain reports smelling electrical fumes during cruise flight; which is confirmed by the First Officer and the Flight Attendant. The crew elects to divert to the nearest suitable airport while completing applicable checklists.
Date: 201401
Location: SBGR.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Ambiguous

Narrative: We departed 17 minutes early due to thunderstorms approaching the area and the pilots potentially going illegal. Unfortunately this information was not fully communicated to us during the pre-departure briefing and we seemed to leave rather suddenly without being asked if we were ready to go. I was working in Business Class and my jumpseat and assigned door are pretty far away. We still had a pre-departure cart out and my galley was unsecured when we began to push back. Also making things more complicated was the fact that we were at a hard stand or remote gate. Passengers just sort of arrive in spurts when the buses get them to the airplane. This results in a very complicated boarding process. We were also understaffed by 1 Flight Attendant. We finally got things locked up while taxiing and I got in position for the safety demo. Another Flight Attendant armed my door (1R). This happens frequently because of the nature of where flight attendant Number 2 is assigned to work so far from their jumpseat. I did not have time to translate the announcement for the safety demo. We had trouble with the video which lost audio halfway through. The Purser attempted to restart it and then decided to do a live safety demo. I know she called the flight deck to let them know we were having trouble with the video. They told her to do a manual or live demo and we did. During the demo the flight deck came on the PA to tell us to take our seats for departure. We weren't finished with the demo yet. They came on again to tell us to prepare for immediate departure. We barely finished the demo and had to take our seats for departure. I did not have time to translate the required announcements nor do a full compliance check prior to taking my seat which is behind me.




Synopsis: B767-300 Flight Attendant reports a rushed departure to accommodate the flight crew's duty limits and approaching weather. The reporter did not have time to translate the required announcements nor do a full compliance check prior to takeoff.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Angle of Attack Vane
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The takeoff in ZZZ was uneventful until just past 80 kts. IAS (Indicated Air Speed) Disagree flag appeared on both ADIs (Attitude Director Indicator). I noted about 5-10 kts. difference and continued takeoff. We continued climb normally but noted Captain and FO (First Officer) airspeed and altitude readouts diverging with Captain's matching the Standby Instruments. ATC was notified and we got vectors back to ZZZ while running the Airspeed Unreliable Checklist. Dispatch; [Operations] and Maintenance were notified. We landed uneventfully and Maintenance informed us the problem was a broken FO AOA (Angle Of Attack) vane. Maintenance stated that they get cracked by ladder stands and fail during takeoff sometimes. A spare aircraft was provided and we continued to ZZZ1. I was surprised that pitot-static instruments were effected by an AOA problem. FO did nice job flying the aircraft. I would like to know more about the AOA system and how it drives altitude and airspeed displays.




Synopsis: B737 Captain reported airspeed anomalies during takeoff which resulted in a return to departure airport.
Date: 201603
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The First Officer is a recently hired pilot and is still getting up to speed in the E190. He tends to get behind; especially when it involves vertical navigation. On about an 18 mile final for the ILS 4R; approach advised us that there was a 'tall ship' in the harbor; which meant that the ILS was no longer available. They offered us the LOC 4R and we accepted. I (the Pilot Monitoring) briefed the approach as best as I could; but the First Officer never got the airplane set up and the descent started in time. We got high on the approach and I told him to go around at about 800 to 900 feet. We returned for an uneventful ILS approach and landing. Additionally; there was an FAA inspector on the jumpseat. We got high on the approach and elected to go around because we were still in IMC.




Synopsis: An EMB-190 Captain was advised by ATC of a ship in the harbor during preparation for the ILS 4R at BOS with a new hire First Officer flying. The approach was changed to the LOC 4R; but the First Officer was unable to get stabilized and a go-around was initiated from 800 feet. The next approach was a successful ILS to 4R.
Date: 201403
Local time of day: 0001-0600
Location: LPPO.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center LPPO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: I was the Relief Pilot flying with the Captain in the left seat as pilot not flying. We copied a convective SIGMET in the vicinity of LPLA. As we approached a line of severe weather we requested a deviation via CPDLC. No response from LPPO. We contacted Santa Maria on HF for an altitude change (climb) and a course deviation (left/north). Our request was denied. The Captain immediately directed me to take action to avoid a red radar return. I took a 45 degree cut away to the left as the Captain declared a PAN; PAN; PAN and told me to descend 300 FT. We broadcast emergency advisories on VHF and HF; turned on all lights and called Santa Maria on HF. We deviated about 50 NM left of course. We avoided all weather then cut back to fly direct on track at 30W where we reported back on track. Two other aircraft contacted us during our deviation. We arrived at 30W four minutes late. We complied with all standard MNPSA [MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE] procedures. I sent Dispatch a message reporting continuous moderate chop and that we had deviated. The Captain took the correct actions to avoid severe weather. The flight continued without incident. We should not dispatch aircraft into conditions of severe weather or else have Dispatch give aircraft sufficient warning so as to coordinate a reroute before we have to deviate without clearance. We should not send multiple North Atlantic flights on the exact same routes so that a deviation cannot be coordinated with ATC because there are too many flights in close proximity.




Synopsis: A B767-300 flight crew had to declare an emergency in order to avoide severe weather in the North Atlantic.