elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Time Pressure; Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were in ZZZZ airspace; and had to deviate way east of course due to a large line of thunderstorms (other aircraft were deviating also with us). The controller kept asking us how much farther; and we told him; although communications were very hard to understand (the [foreign] voice is one of the hardest in the world for us to understand; as they talk very fast and at a frequency that is difficult and sometimes impossible to understand. Repeating things numerous times is quite common.). All of a sudden; we were told we had a reroute; but it was given so fast and again impossible to understand. We asked him to phonetically spell the first fix; and if he did; we could not understand it. We used our JEPPFD and paper en-route charts trying to find the fix and/or airway he tried to clear us on. After the third time we asked him to repeat it; so told us to 'Contact Radio.'  We were logged onto Oceanic; and when we queried them CPDLC; they just kept telling us to go back to VHF. The HF frequency was tough to understand; so while the First Officer worked with them; I called dispatch on Satcom and had him contact Radio too so dispatch could relay to us what they wanted. The First Officer (FO) work on HF and dispatch came back at about the same time; and we were able to get the new routing and reestablish contact.  Another flight behind us had the same problem; and we ended up relaying to them.




Synopsis: Boeing 777 Captain reported communication problems and difficulty in understanding the foreign Controller while receiving a re-route.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were preparing for a transcontinental flight; so we requested a complete top off of fuel. After the fueling was complete; I walked outside and noticed fuel coming from the right wing tip vent. I notified the fueler and he immediately contained the spill; which was completely cleaned and dry within 10 minutes. Upon returning to the cockpit; we noticed the WING OVERFILL R CAS message. No passengers were aboard and the flight was not delayed.The right fuel shutoff valve apparently did not completely shut off. Unsure of how the crew could prevent this in the future.




Synopsis: Citation X First Officer reported that a fuel shutoff valve failed to properly close and resulted in a fuel spill.
Date: 201901
Local time of day: 0601-1200
Location: DEN.Airport, CO
Weather elements / visibility: Icing
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Ground 1 and 2 were combined to Local 2 due to the lack of staffing. Local 1 was staffed by a person that rarely works traffic and has no clue as to how to be helpful to the person with the most traffic. He could have ensured that they did not call me on ground until they were on [Taxiway] ED. He could even ask them their gate and enter that on the ASDE-X and then ship them.The lack of proper staffing of ground control is what led to the unsafe event of total frequency congestion and workload saturation. There were braking action reports; snow removal activity on the airport and coordinators in the tower; RVR's to issue and monitor controllers not doing their job. No airspace assigned to local 2.Later this same day myself and others worked Ground 4 during heavy traffic with all departures on the west side of the airport. Ground 3 should have been open to relieve the frequency congestion. When multiple aircraft are calling ready to taxi out of all the deice pads and also at the ramp exit spots because some were not deicing; it is time to open Ground 3. Oh; but let me guess; we didn't have the staffing to do that either. Reduce the arrival rate to one and a half runways so that snow equipment can keep up with cleaning runways and the controller that has to work combined positions with all kinds of distractions in the tower and on the airport can maintain the frequency.The airport ops needs to allow us to get a detailed description of the braking action before flipping out and closing a runway and causing multiple aircraft to unnecessarily go around. Denver TRACON needs to retrain everyone down there on the correct procedures of breaking an aircraft off the approach.




Synopsis: Denver Tower Controller reported various complaints due to staffing; weather and the traffic level.
Date: 201507
Local time of day: 1201-1800
Location: APA.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Was given PUFFR4 arrival; on the initial descent was given late and had to descend rapidly. Then was told to fly as per the PUFFR4 arrival. The FMS was calling to descend to 7;800 and the chart was confusing as to the fixes and altitudes. Then was told to fly the 17L transition as we were rapidly descending. The altitude should have been 11;000 at CREEQ we were descending to 7;800 as called by the FMS. The controller told us to climb to 11;000 and go to CREEQ. I misidentified CREEQ and programed CENIK into the FMS and the aircraft turned to CENIK. There was no loss of separation.




Synopsis: A C525 Captain reports receiving a late clearance to descend on the PUFFR4 arrival to APA resulting in a descent below assigned altitude and a track deviation when a fix name is misunderstood.
Date: 201707
Local time of day: 1201-1800
Location: MUHG.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower MUHG
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Weather
Primary problem: Airport

Narrative: We stayed offshore to avoid thunderstorms on the arrival. About 20 miles out from the airport we proceeded to DME 8.5 on the approach course to avoid thunderstorms over BEMUV. We shot the LOC Runway 5 approach because the glideslope was not available due to the DTHR for Runway 5. We were not able to acquire the displaced runway threshold (DTHR) marking until 2.5 miles out on the approach. The runway marking isn't wide enough and has almost no contrast to the surrounding runway surface. The marking for the DTHR is about 200 ft northeast of Taxiway B. My local knowledge of where the DTHR was made the difference in continuing the approach. We departed at dusk with the runway lights on and the DTHR was clearly marked. The lack of approach lighting and an almost invisible DTHR would result in a missed approach in IFR weather conditions.




Synopsis: Air carrier pilot reported difficulty identifying the MUHG Runway 5 displaced threshold because of the prevailing visibility; the runway marking width; the low contrast from the surrounding runway surface; and no approach lights.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after level off at FL310; heard audible cabin altitude warning horn; accompanied by red cabin altitude annunciator. CA and FO immediately donned oxygen masks; established communications; and [advised ATC]. CA executed an emergency descent to 10;000 ft MSL per QRC procedures while FO performed cabin altitude Warning/Rapid Depressurization QRC procedures. Upon level off at 10000 ft Cabin Stabilized (regained pressurization) in Standby Mode. Entered hold to burn off gas; run appropriate checklists; make additional PA to passengers; communicate with FA's in What's format; advise Dispatch of intentions; contact ops; get current ATIS; reset nav equipment; & returned to land. No illnesses or injury reported. After communicating with Maintenance Control post event; it is believed to be either a Pressurization Mode Controller malfunction or an indicator fault.


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


Synopsis: B737 crew reported loss of pressurization shortly after level off. Crew executed an emergency descent; complied with procedures; and returned to departure airport.
Date: 201904
Location: ZZZ.ARTCC, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Just after I had left the flight deck for my scheduled crew rest; I was called by the purser to inform me of an incident in the cabin with a passenger who had become verbally abusive. He was demanding more liquor and called the purser names. He had shown the threat of physical violence by displaying his pumped up biceps and saying he was going get physical. He  announced the he was a One K; he paid our salaries and would sue us and the airline and have our jobs if he was not served. The purser stated that he felt unsafe and wanted this passenger off the airplane. I felt that at this point it would be better to talk to the purser face to face. I hung up the phone and went to the aft galley where the purser was trying to separate himself from the passenger to deescalate the situation. He repeated the story which was confirmed by an additional flight attendant. While they were relating the story the passenger entered the aft galley. I turned to the passenger and told him he needed to return to his seat. He demanded a 'double whiskey!' I continued to tell him he had a choice to return to his seat or he would force me to divert the aircraft. He demanded a double whiskey and started to bow up and flex his muscles. Fearing a physical escalation the purser grabbed me by the shoulder and moved me away from the passenger. Leaving him with the other two flight attendants in the aft galley. He continued his demands and threats. I returned to the flight deck with the purser and we discussed our options including dispatch on the satellite phone. The consensus was we did not want this to escalate. We coordinated a divert with ATC and dispatch. We dumped approximately 10;000 pounds of fuel. Once the cabin was secured I made an announcement that we were diverting at which time the passenger hid in the lavatory for a period of time. He did return to his seat for landing and left the airplane without incidence with the Port Authority Police.




Synopsis: B777 Captain reported diverting due to a threatening intoxicated passenger.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Other Post flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During pre-flight I discovered damage to the aircraft right gear door assembly. Damage was isolated to the lower front edge. I reported the damage to the Captain upon completion of my pre-flight. Captain checked the aircraft Maintenance Logs at that time for a DMI or MEL and found none noted. Prior to pushback Captain inspected the damage & took pictures. Some time later Captain called Maintenance back. During this call the Captain clearly stated the flights current delayed status and concern for a prolonged delay further for this new item. Captain clearly expressed his willingness and desire to accept the condition; go and have the repairs resolved at our destination. It was clear to me at the time; from the one sided conversation that I had heard between the Captain and Maintenance that they had decided this was an acceptable and best course of action.  It wasn't until we were airborne that ATC said Maintenance was attempting to reach us but they had received the message after our take off clearance was issued. During our ground time at the next stop I heard the Captain leave a voice mail for the Chief Pilot. It was then that I learned that Maintenance had not cleared the aircraft for departure and the Captain had solely made the decision to go and claimed full responsibility.




Synopsis: When the First Officer of an E-145 discovered damage to the right main gear door during the preflight inspection the Captain was unable to obtain Maintenance assistance and elected to proceed with the flight.  The First Officer was of the understanding Maintenance had consented to the action.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B MCO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We pulled in to [the gate]. The Captain began his shutdown flow and either forgot to set the parking brake or somehow it was released. I went to grab the checklist and out of the corner of my eye; I noticed we were moving backwards. The Captain immediately applied the brakes and they connected the tow-bar and towed us back to the line after we made sure everyone was back in their seats. It was a really long day with a weather diversion and almost timing out. We were eager to get the passengers on their way after a very long flight. We had started the checklist and I did not visually verify that the parking brake was set when I was completing the parking checklist.




Synopsis: B737-800 First Officer reported failing to ensure parking brake was set after taxi into gate.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
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 Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: We were beginning the first leg of our trip for the day. My crew and I were boarding the aircraft that had just arrived. I could smell of the distinct odor of hydraulic oil at the door of the aircraft. The smell was throughout the cabin and flight deck. Maintenance was servicing the blue hydraulic system. I went downstairs to talk to the mechanics about the logbook write up from the previous crew and get some fresh air; so I could verify my observation. I went back to the flight deck; the odor was still prevalent; so I turned off the APU bleed air; stopped boarding; asked the boarded passengers to go back to the boarding area. Only about a dozen or so had boarded. Then told the rest of the crew to leave the aircraft.Cause: I don't know; there was previous write ups or servicing of both blue and yellow hydraulic systems. I would suspect that had something to do with it.Suggestions: This has been a high-profile ongoing problem; I don't know.




Synopsis: A319 Captain reported hydraulic fluid type smell during preflight and boarding.
Date: 201211
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending from FL70 at 300 knots LE Slats Asymmetry EICAS and leading edge light with the flap handle in the up position. Proceed to hold; declared an emergency; did the QRH procedures; landing distance chart and landed with no slats and flaps 30. Because it was during the approach Dispatch was not contacted until we checked in at the hotel.


Second narrative: No additional information


Synopsis: B767-300 flight crew experiences LE SLAT ASYM EICAS message while descending at 300 knots with the flap handle in the up position. An emergency was declared and QRH procedures are complied with; resulting in flaps 30 zero slat landing.