elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 2
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach; Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Once I got the paperwork; I was looking through the deferrals and the one that concerned me was both autopilot release buttons were inoperative. With both autopilot buttons inoperative; the MEL operating procedures tell us that we are not allowed to select either autopilot after takeoff. The MEL also limits the flight no more than 3 hours and the flight must be flown at or below 25;000 feet because we are not RVSM qualified. I called my Dispatcher and Maintenance before going to the aircraft to see if there was any chance they could repair the autopilot switches before we left; even though I knew what the answer was going to be I thought I would try. Of course they said NO. I then approached an MD-11 [Chief Pilot] and told them I was concerned about having to fly two legs without an autopilot. The response was; well you can fly for 3 hours without the autopilot as per the MEL. I acknowledge that; but responded with I deem it unsafe to fly two legs into the weather in [destination]. The response I got back was; 'well it is up to you; you can refuse the flight and have a hearing like the crew had done the night before or take the flight'. The weather when we arrived required us to hand fly an ILS. There were several cloud layers on the descent. At 8;500 feet; we flew into the top of the last layer and got the runway in sight at 400 feet. Here is the official weather upon arrival; wind 040/03 knots; 4 miles visibility; OVC 600; altimeter 30.16. This is how we conducted this flight - the First Officer and I each hand flew the aircraft for approximately 30 minutes until I; as the Captain; flew the arrival and the ILS. Thankfully; I had an awesome First Officer that was a great asset to the success of this flight.




Synopsis: MD-11 Captain reported expressing concern before departure about the safety implications of flying two legs with no autopilot available; but ultimately agreed to do so.
Date: 201206
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Flight conditions: IMC
Weather elements / visibility: Icing; 5
Light: Night
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Utility / Infrastructure
Flight phase: Climb
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I requested a climb from FL190 to FL250 to climb above weather. Before entering into a climb I asked the Second Officer to perform a full sweep with the camera to look for cloud location and adverse weather. None was noted.Climbing through FL210 conditions were encountered that affected the performance of the aircraft and resulted in a loss of altitude from FL210 to 16;500 MSL. Due to my efforts to fully regain positive control of the aircraft I was unable to declare an emergency as the main concern was to regain positive control of the airplane and prevent further descent. As soon as I regained positive control I initiated an immediate climb to the cleared altitude of FL250. ATC advised of the deviation in altitude. I advised ATC that the descent was due to weather and the aircraft currently in a climb to FL250. The flight level request was amended to FL290 in order to fly above weather.




Synopsis: While attempting to climb above weather the pilot of a UAV lost control of his aircraft at FL210 and lost altitude to 16;500 MSL before regaining control and restarting the climb.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ ramp called. They were wondering when/if I was going to approve dry ice supplement request. First I'm hearing of it. No alert/request in the system. Clicked on alerts. Only thing showing is that flight crew has signed release. Asked when request was made...he said XA:00...advised him that might be why I didn't get it since we don't come on duty until XC:00. Requested they try and refresh weight and balance and submit request again. Still no joy. Gave ramp agent my employee number. Got verbal of dry ice info and sent new flight plan with following remark added:Dry ice supplement1584.4 kg total1573 kg main deck11.4 kg fwd lwr belly 'fom 10.37 dry ice supplemental procedures in effect.'Received the following alerts (yellow balls) in software after I gave him my employee number. Overrode to allow dry ice supplemental rules from user. Alert: fom 10.37 dry ice supplemental procedures in effectCause: not really sure what caused this. The assumption is that since the ramp agent started weight and balance and submitted request 2 hours prior start of dispatcher shift start time and of course logging into system.




Synopsis: Airline Dispatcher reported a communications breakdown between Dispatch and Ramp personnel regarding the approval of Dry Ice shipment.
Date: 201909
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL; Procedure
Primary problem: MEL

Narrative: We were originally supposed to have nose number XXX/XXXX (737-800). Looking over the release I saw an entry that the APU had shutdown on [date] in LAX. It was cleared but as I was departing on an ETOPS segment I wanted some further information. I wanted to know why it had shutdown and if a verification flight was needed; and if so; had it been performed? I was patched through to Maintenance Control via Dispatch. It was discovered that a verification flight should have been performed for the APU to be re-established as on demand. Otherwise it should have been deferred under an MEL that would have required the APU to be left running until exiting ETOPS airspace until a cold soak start had been accomplished. As a result we were swapped to a different tail number which is another 737-800 and departed. It was discovered that the airplane flew at least 4 ETOPS segments from the initial problem to when we were assigned the aircraft.




Synopsis: B737 Captain reported that an aircraft was scheduled to fly despite the fact that the APU was on MEL for four prior legs and was not ETOPS capable.
Date: 201403
Local time of day: 0601-1200
Location: HQZ.Airport, TX
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent; Initial Approach
Airspace: Class D HQZ; Class E ZFW
ATC / advisory: TRACON D10
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Distraction; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
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; Weather
Primary problem: Human Factors

Narrative: I was approaching during daylight on an IFR flight plan. The ceiling was reported at 1;200 FT with tops at 3;500 FT and I was expecting the ILS Runway 17. While descending to 2;000 FT through the clouds and finishing my approach set up on the avionics; Dallas Approach instructed me to maintain 2;000 FT; vectored me to the localizer; and then told me to join the localizer for the ILS Runway 17. Then Approach told me to report visual of the runway. At this point I had conflicting information from my primary and secondary NAV; a Garmin 430 WAAS and a localizer with glideslope. Believing that I was on a full ILS approach; I had descended to 1;200 FT where the ceiling allowed only partial views of the ground. Approach issued a low terrain warning; instruction to return to 2;000 FT and vectors back to the IAF for a full ILS approach. I saw that my primary NAV had not been set to make the correct frequency active; so I corrected that and then the approach and landing with no further problems. This was my first landing at Mesquite; Texas; and while I was distracted by trying to see the runway; I forgot one step in the approach setup. From now on when I arrive at a new field with ceilings less than 2;000 FT; I will request a full instrument approach.




Synopsis: A pilot approaching HQZ was issued a low altitude alert after descending to 1;200 FT from the assigned 2;000 FT with an incorrect ILS frequency selected.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During boarding passengers (Seated in XXA and XXB) were not wearing masks; I advised them to please put their masks on. After the safety demonstration as I am doing compliance checks on the way to my aft jumpseat I notice that XXB has his mask pulled beneath his nose and mouth and resting on his chin. I advise him to please pull his mask up over his nose and mouth and he rolled his eyes and looked away without adjusting his mask. I tell him again; 'Sir; please pull your mask over your nose and mouth.' He gets very irritated and yells out 'I can't breathe!' I apologize and stated that it is a requirement to fly and it is for the safety of everyone on board. He finally adjusts his mask. As we reach cruising altitude I am handing out the snack bags and the couple seated across from him in XX C;D; ask me if I could please move them. I tell them they are welcome to move up to row YY and they thank me profusely and told me that as soon as I walk away XXB removes his face mask and they do not feel comfortable sitting near him. For the remainder of the flight XXB held his face in his hands hunched over whenever I passed through in the aisle so I could not visually confirm that he kept his mask on properly.Passengers XX B and XX A kept removing their face masks and became agitated when I informed them it was airline policy to keep them on.




Synopsis: Flight Attendant reported two passengers not wearing COVID-19 masks during the flight.
Date: 201907
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: Taxi
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft pushed back on time and Safety Demo/ Compliance was completed. Passengers were complaining of a smell. I called FA-A to inform him my compliance was complete; galley secure; and I was in my jumpseat. I also informed him that passengers and I noticed an odor coming from the back of the cabin and AFT Galley. [Name] walked to AFT and agreed it was a very strong odor. [Name] then called CA to inform him. CA told us we would go back to the gate and deplane for maintenance to come on board. Aircraft went back to the gate and deplaned and maintenance came on board. I was then starting to get a headache. Maintenance and flight crew ran various tests and determined that one of the PAC's/Air Conditioner was inoperative. We then re-boarded passengers and redid a passenger count. 7 passengers had gotten off and were furious we had a 2 hour delay. We made it safely to ZZZ1.




Synopsis: Flight Attendant reported a fume event during taxi resulting in ground return for maintenance.
Date: 201911
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Propeller
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: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was planning to go up to practice landings; and do a short cross country. I did a thorough preflight; pulled the plane into startup position settled into cockpit; went through checklist and attempted to start the engine. It would turn to the top of the compression stroke and stop. After shutting down all electrical switches; I got out of the plane to turn the engine over a couple times. I propped countless planes in my youth so I try to always treat the propeller as though the mags are hot. As soon as I heard the mag click I knew I was in trouble. The engine started immediately. As I got out of the way; I tried to figure a way to stop the plane. The left brake has been dragging; so the plane veered left as it accelerated. It crossed the taxiway and headed right for the hangar across from mine. The plane struck at 15-20 mph; punching a hole in the hangar and damaging the prop; cowling and left wing of the aircraft.After everything stopped; I got into the cockpit and saw that the mag switch was in the off position. I reached for the key and it clicked left; having been stopped on top of a detent in the switch. I have not attempted to duplicate it.I later remembered that back when I propped planes at my local airport; one of the cardinal rules was don't touch the prop unless the pilot in the cockpit tells you to or you have the key to the plane in your hand. My forgetting that old rule caused my plane and my ego to suffer badly.




Synopsis: Pilot reported that a sudden engine start after turning the propeller caused the plane to accelerate across a ramp and strike a hangar.
Date: 201509
Local time of day: 1801-2400
Location: MYNN.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
ATC / advisory: Tower MYNN
Second aircraft: A319
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On final for ILS 14 at 1;700 feet and approx 11 on LOC - encountered severe wake turbulence from an A319 5 miles ahead of us on the same approach. Requested to deviate off course to get out of the wake; then proceeded to go missed. MYNN tower gave us the go ahead to deviate as necessary then to proceed on a 140 heading for the missed and switched us back to approach. The next approach was normal and we proceeded to land runway 14.




Synopsis: A twin turboprop pilot reported executing a go around after encountering wake turbulence in trail of an A319 on approach to MYNN.
Date: 201410
Local time of day: 1801-2400
Location: MCO.Airport, FL
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MCO
ATC / advisory: TRACON MCO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I am filling this to be added to the database for this SID if there is one.  If I am the only one to make this mistake; well; so be it.  I fortunately learned this lesson the easy way and hope no one learns it the hard way. Both the FO and I looked over the JAGUAR 4 SID for an altitude.  We both came to the conclusion that 18000' was the altitude.  We both missed the small print stating there is a second page to the JAGUAR 4 SID.  The second page contains the 'MAINTAIN' altitude and the second lesson learned. Two suggestions.  Put the two pages on one page.  An example is DEN 11-11 chart and with the iPad it is very easy to expand the page.  The other is to remove the small print and replace it with standard size print stating 'SEE PAGE 2.'




Synopsis: A320 Captain reports not noting the fact that the JAGUAR4 Departure from MCO has a second page containing the initial climb and routing information.
Date: 201811
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
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: Confusion
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were climbing on autopilot to an assigned altitude of 22;000' and received an advisory from ATC that there was another aircraft descending to 23;000'. As the autopilot was leveling off the aircraft at 22;000' we got an RA of adjust vertical speed. My First Officer (FO) Pilot Flying (PF) disengaged the autopilot but instead of leveling the aircraft he climbed; flying into to the RA. I immediately took control of the aircraft but we ended up climbing approximately 300' before I was able to return the aircraft to 22;000'. ATC did not mention the deviation. I had to explain to my FO the way a RA works; apparently he misidentified the red 'do not climb' area of the VSI as the green 'safe' arc. Also; at the time; it took me a second to understand what was happening: having someone fly into an RA was something I absolutely didn't expect and took me completely by surprise.




Synopsis: CRJ-700 Captain reported getting a RA and then the First Officer overshot assigned altitude; climbing into the RA.
Date: 201709
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Other 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E P50
Reporter organization: Corporate
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: Started using a preprogrammed flight path. Three minutes into a fifteen minute flight; radio connection was lost with aircraft. Attempted to use 'return to home' function and manual control but aircraft would not respond. Aircraft flew beyond line of sight and has yet to be recovered.

Callback: Contacted reporter who confirmed that the UAV had still not been recovered and added that the UAV was lost in a partially mountainous or hilly area with some large private residences scattered about. The local police were notified of the loss.



Synopsis: UAV Operator reported losing radio connection with their UAV on a commercial photography mission. It has not been recovered.