elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Flying a 48 NM flight; I encountered 20 knot headwinds and had fuel exhaustion. I had to force land on a highway. Local travelers provided me with 4 gallons of 91 octane and I flew to my destination. There I filled the plane with 100LL and returned to my departure airport.




Synopsis: A light sport aircraft pilot ran out of fuel on a 48 mile flight and conducted a safe off airport landing on a highway where he was given 91 octane fuel to complete his trip.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was acting as pilot flying on the flight to ZZZ. While flying on our assigned course direct to the ZZZ airport; approximately 100 miles from our destination; while conducting the arrival and approach briefings; ATC Center assigned us to turn left 10 degrees; which I complied with by selecting heading mode on the FCP; and selecting the desired heading with the heading bug. Several minutes later; the Controller; again; assigned us to proceed direct to the ZZZ airport. I selected in the FMS direct to the ZZZ airport; confirmed the selection with my captain; and executed the flight plan modification. However; I had neglected to select NAV mode; which resulted in the aircraft continuing on its previously assigned heading for several minutes while I finished the arrival briefing; resulting in the course to show a full-scale deflection to the left (south). Upon finishing the briefing; I realized the missed step; and immediately turned back toward the course and armed NAV mode. Having recently switched over to ZZZ approach; within several minutes the controlled queried us about our position; informing us we were left of course. We notified the controller that we were rejoining the course. The controller then assigned us to proceed direct to the ZZZ airport again; which we selected in the FMS; confirmed; and executed; this time ensuring NAV mode was engaged. The flight continued without issue.This event was caused by lack of recent flight experience; as well as momentary task-saturation.This has not been a reoccurring trend for me during training or during revenue operations. I plan to continue to maintain a high level of situational awareness in the cockpit to trap threats before they become errors. I also plan to ensure I am making appropriate FCP selections when I am making an adjustment to our course.




Synopsis: Air Carrier First Officer reported a heading deviation and cited lack of recent flight experience and task saturation as contributing factors.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Aircraft: A300
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 Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the turn it was snowing. The snow was not sticking and if you waved your hand over it then it would blow off. I knew the residual snow would blow off as soon as we moved the airplane and it was like a snow storm outside the cockpit window as soon as we pushed back which confirmed my decision. If it hadn't done that I would've gone to de-ice and if I could do the hindsight decision I probably should've just gone and did it anyway since you can't be faulted for de-icing.[My] experience should've told me to just go get de-iced.Get de-iced if there is even if there's a slim chance you need it. Each and every flight is different so you must remain flexible to all the variables.




Synopsis: A300 Captain reported regretting his decision not to de-ice the aircraft before departure even though it was snowing.
Date: 202010
Local time of day: 1201-1800
Location: FLL.Airport, FL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground FLL
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: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X received taxi instructions from gate 'taxi via TANGO 4; BRAVO.' The clearance was read back correctly.  While taxiing on TANGO; passing T2 intersection; FLL Ground said 'looks like you missed T2...taxi Tango 4 Bravo' (which was our original clearance.) An amended taxi clearance was apparently issued by ATC; but not heard or responded to by the crew of Aircraft X.  Since there is no longer a Ramp Controller working traffic; I have noticed that ATC communications are sporadic or are not being heard at all in the vicinity of the A/B Concourse; especially during pushback calls. [I] suggest ATC explore possible radio interference near the A/B Concourse.




Synopsis: Air Carrier First Officer reported missing a clearance during taxi-out due to possible radio interference at FLL airport.
Date: 201712
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Panel
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: When doing my walk around; [either] when the plane had just arrived or is about to depart I have been walking under the plane and looking for any scratches or any damage. I noticed that some screws were hanging and some were missing. Like today; one screw holding; two were loose; and six missing. The other side of the panel; the screws were all in place and tight. Not sure why; but the side that has the most screws were missing or loose. In one day; I found three B777 planes with the same issue. Line Techs are stunned about this but not sure why. I would like to see if Head Quarters could have all stations check the 777s for this flaw. I am sending this report to help keep a major accident from happening. If I didn't see the missing and loose screws; this panel could have fallen off or damaged the plane.




Synopsis: Ground personnel reported that panel screws are being found loose or missing on pre and post-flight inspections of B777 aircraft.
Date: 201209
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Second aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to descend from 16;000 to be at 11;000 by EAGUL Intersection. ATC advised us as we made our turn on to the 034 radial of PXR (about 81 DME from PXR); that we had traffic at our 2 o'clock. As we descended; the First Officer saw a Beechcraft Baron at 2 o'clock; about 20 FT below us. She pulled back on the yoke to avoid a collision and the Baron continued right to left. I did not see the traffic until the Baron was past the left wingtip. Afterwards; following a frequency change; we notified ATC that the Baron traffic was very close to us and the Baron came on frequency and agreed. The Controller stated that he did not know what we were talking about as he just sat down and the previous Controller did not notify him of any traffic issues. Our ability to promptly locate the traffic was hindered due to our TCAS being MELed inoperative.




Synopsis: While in their descent a Beech 1900 flight crew suffered an NMAC with a VFR Beech Baron.
Date: 202106
Local time of day: 0601-1200
Location: CHS.TRACON, SC
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Fractional
Operating under: Part 91
Flight phase: Initial Approach
Airspace: Class E CHS
ATC / advisory: TRACON CHS
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying Pilot thought he was cleared for visual approach.ATC then gave us a low altitude warning and instructed us to climb back up to 3;000 feet.During descent the Flying Pilot asked the Monitoring Pilot to ask the ATC Controller how to cancel our IFR flight plan. The Controller then gave the Pilot Monitoring instructions on how to cancel our IFR flight plan. Upon hearing this; the Flying Pilot mistook it for cleared for a visual approach. The altitude alerter was then changed and no communication was exchanged to the other Pilot about the change.We complied with instructions.Suggestions - Verify you heard what you thought you heard. Always keep other Pilot informed of altitude change in altitude alerter if self changed or have the other Pilot change it.


Second narrative: During descent; Controller went over canceling procedures. Pilot thought we were cleared for approach. Altitude was changed without confirmation and was told to climb back up. Lesson learned.In approach mode; confusing instructions; did not verify altitude. Lesson learned.


Synopsis: Pilot reported ATC low altitude alert on approach to JZI airport.
Date: 202107
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got to the plane and had found out the ramp was closed due to storms in the area. The plane was hot so we started the APU to cool it off. Boarding had already started. We right away started to smell dirty sock smell. We went to the aircraft odor in the QRH. It had us turn bleed and packs off. Plane was getting hot. Called MX and they had us Aircraft Smoke Odor Fumes report. We asked to deplane. Once the pax were off; we assess the crew. Pilots were fine. All flight attendants had some symptoms reported in that form. Paramedics were called and recommended they get assessed at the hospital.


Second narrative: On predeparture at gate in ZZZ with passengers boarding flight attendants called flight crew complaining of dirty sock smell from APU.  We ran the QRH Aircraft Odor/ Toxic Substance/ Volatile Liquid checklist on page XX-XY. We then deplaned the passengers.   While deplaning we called maintenance and filled out Report.  Flight attendants complained of symptoms so we called paramedics to aircraft.  Paramedics assessed flight attendants in jetway and elected to have them escorted to hospital for medical evaluation. Flight crew obtained a different aircraft and new flight attendants and departed for ZZZ1 almost 3 hours later.


Synopsis: A321 flight crew reported a fume event during preflight resulting in aircraft swap and flight attendants experiencing physiological symptoms.
Date: 201212
Local time of day: 0001-0600
Location: ZME.ARTCC, TN
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I issued an Airbus a clearance to descend via the Mash1 arrival. At the time I issued the clearance; the aircraft was over Sector 13's airspace at FL240. The Airbus was supposed to cross FASON at or above FL240. FASON is in my airspace. I observed the Airbus descending so I told the R12/132 Controller to watch the aircraft. I asked the pilot to say altitude and he stated FL240. So; I asked him if he was on the local altimeter setting and he replied affirmative. He went on to say that his company had a new policy to use local altimeter settings as soon as a clearance is issued below FL180. I think the new policy should be reviewed. It seems dangerous to use local altimeters above FL180 even in descent mode. The possibility always exists that the aircraft could be stopped later for traffic while still in the flight levels. If this occurred; the flight crew would have to remember to reset the altimeter to 29.92. I doubt that here is a checklist for this. It seems safer to change altimeter setting when going through FL180. The Airspace and Procedures Office has contacted the subject company about this incident.


Second narrative: Given step down clearance from FL300 to FL260; aircraft descending and during the descent to 260 a descend via clearance given which has an altitude restriction of at or above FL240 over FASON; Captain and I; in error; set local altimeter of 30.37 at approximately FL250 while aircraft descending to 10;000 FT altitude selected in accordance with the descend via clearance. Aircraft continued descent and approaching FASON Captain selected ALT hold at 240 to insure the 'that or above' restriction at FASON was complied with. Our error was to set the local altimeter prior to reaching the FASON Intersection. We should have waited until after FASON to set the local setting during the descent. The Controller asked us what altitude we were at when we leveled at 240 and we explained our altimeter was set to local setting for our descend via clearance. Pay more attention to setting altimeter after complying with crossing restrictions.


Synopsis: ZME Controller described an altitude deviation during a descent clearance; the reports indicating the flight crew entered the local altimeter setting prematurely.
Date: 201511
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Troubleshooting; Time Pressure; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue 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
Result: Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: [The] flight was operating late due to a last minute plane swap in CLT.  The crew was made aware of after deplaning and some members going to get food for dinner break.  We were swapped into an aircraft with maintenance issues further adding to our delay.  We ended up with deferred APU and departed for [the destination].  As we got to the end of runway 36C we had a 'OB GRND SPLR FAIL' status message appear.  We moved off taxi way E to E2 to hold short runway 36C while I contacted maintenance via the radio.  They advised us on what to do and the fault cleared.  Tower asked if we could take an E2 departure and I declined as we had not requested those performance numbers.  When cleared for takeoff we were told.  '[callsign] cleared to back taxi runway 36c; fly runway heading cleared to take off runway 36c'  in one radio transmission.  The first officer repeated this clearance and we took off.  The departure plate reads 1;276 feet turn to heading 330 UNLESS advised otherwise by ATC.  We were advised runway heading.  CLT tower questioned our course at about 2;000 feet and I replied 'You (tower) gave us runway heading.'  The tower controller replied back that the SID requires a turn to heading 330.  I left it alone and we were given further vectors to on course.  No other issues occurred.  There was a radio issue on the hand off to departure but unsure what happened there.The takeoff clearance was given clearly.  ATC needs to be aware of what our departure plates read and how to better issue a clearance in accordance to it.  I.e..... turn to heading 330..... comply with the SID...... depart via the SID..... takeoff via the SID.....




Synopsis: A flight crew reported a deviation from a departure clearance due to a communication issue with ATC.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Intention was a dual checkout flight in a new model of the C172. After preflight inspection and engine start; instructor and myself each performed a brake check/positive exchange of flight controls. I called for taxi clearance and was instructed to taxi from my hangar to the active runway; holding short of an intersecting runway. We began taxi procedures as normal; with appropriate speeds; power settings; and brake usage. As we approached the hold short line of the intersecting runway; I began reducing power and adding brake pressure. The airplane veered to the left with equal pressure on both brakes. The instructor and myself were both standing on the right brake; but there was no effect. We exited the taxiway and rolled 5-10 feet into the grass beside the taxiway. We pulled the throttle and mixture to idle; and advised ground control that we needed assistance before turning the electrics off. The airplane and airport property were not damaged. Once we got the airplane back to the hangar; mechanic inputted additional hydraulic fluid. Was not able to detect any other problems with the brake system. Mechanic thought we had bubbles in the brake lines. No hydraulic fluid was observed on the ground or leaking out of the brake assembly prior to departure. To prevent a recurrence; I think it is important to have a thorough preflight inspection; continue checking brakes; and taxiing at safe and reasonable speeds during every ground operation. I believe it is also important to communicate about any airplane abnormalities to colleagues; supervisors; etc. Post incident discussion revealed that other pilots who flew this airplane had intermittent problems with the right brake.




Synopsis: A Cessna 172 Pilot reported that when the airplane was taxied and the brakes were equally applied; the airplane pulled to the left.