elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; Mountain Wave
Light: Night
Aircraft: Falcon 2000
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On descent; when starting the FRNCH3 arrival; in mountain wave and turbulence; we were asked to fly 300 kts or greater in the descent. We replied 'unable' due to turbulence. We were then asked to fly best forward speed. We agreed.The arrival has a Speed Restriction to fly 280kts after transition; until slowed by STAR or ATC. Due to trying to maintain best forward speed; and dealing with fluctuations in the airspeed and applying diligence to not overspeed; we thought we were asked to descend via the STAR; but maintain best forward speed.After passing TOMSN at 280 kts; we were asked why we didn't slow to 250 at TOMSN per the STAR. We then realized we misunderstood the clearance. We were expected to slow at TOMSN. We were then directed to slow to 230 kts; until the STAR directed further speed reductions.No further incidents occurred.




Synopsis: A Falcon 2000EX Captain reported exceeding charted speed on the arrival following a misunderstanding with ATC.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: While doing a TKS check in flight I turn on TKS switch in normal mode for about 6 minutes to see if fluids was on the wing strut; it was; moved switch to high for about 2 minutes then checked windshield mode; the TKS smell came into the cockpit. Tasted on lips an tongue; a headache started; backup switch off; heat off; side vent closed; overhead vents closed; no oxygen used. After landing; had a shortness of breath; coughing while tying down the aircraft. Headache for about 2 hours; took two aspirins on the way home. Each time I have used the TKS in weather I get the same symptoms they seemed to last longer.




Synopsis: C208 pilot conducted the inflight TKS system check and during the windshield portion; smelled and tasted TKS fluid accompanied by a headache. His breathing difficulty continued after landing as repeated fluid exposure extends the physical symptoms.
Date: 202004
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy; Procedure
Primary problem: Company Policy

Narrative: We should not be compromising safety and security policy onboard regarding sitting next to someone when in reality we have to work together anyways in a close environment regardless. If we have a problem with it; we shouldn't be coming to work. I am not afraid. Jumpseat assignments are for safety and should not be compromised to any other location because of comfort. Safety and security are number 1 concerns.They are allowing the company to over staff flights above the established staffing guidelines that is providing an over staffing for no reason when it is completely not needed and that's the kind of concern I have. In addition; they are not providing hand sanitizer. Sometimes I can find them in the base; but we don't have them. Lysol for the counters don't do anything when you have nothing to clean the hands with and the small cut wipes in the kit are not good enough.The increase [in] the amount of standbys is also not needed for May as it increased the amount of people sitting around in the airport until this blows over. Forcing us to all be on reserve promotes more problems than it solves. Let me know if there is anything else I could provide as we work towards a solution.




Synopsis: Flight Attendant reported they are not being provided with adequate cleaning supplies and sanitizers during the COVID-19 pandemic. Flight Attendant also expressed concern with the flight being overstaffed for no reason.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Passenger in [seat X] refused to wear mask. He was addressed by passengers and flight attendants. He was issued the mask card in regards to not following company's mask policy. The flight attendants did not inform me until after parking about the situation even though it happened during the flight and other passengers were complaining. The station manager at ZZZ was able to find the passenger after deplaning and had a conversation with him in regards to company's policy.  During my welcome aboard announcement I did reiterate [the] company's mask policy.




Synopsis: Air carrier Captain reported that after the flight the Flight Attendant stated that a passenger had been non-compliant with mask policy during the flight and that other passengers had been complaining.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight; Routine Inspection
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: During a BFR; while doing a short field landing; we looked high enough above the trees that were below us. We heard a snap. After landing we saw that we had scratches on the outer 8 to 10 inches or so of the right wing and the wing tip lights on that side were missing. I believe there was one tall branch. Everything felt and looked fine. In retrospect; prior to a short field landing with a student or during a BFR; I would brief that it does not have to be right at the end of the runway; if there are obstructions.




Synopsis: PA28 Instructor pilot reports wingtip contact with a tree during approach with the student performing a short field landing.
Date: 201907
Local time of day: 0001-0600
Location: IAH.Airport, TX
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground IAH
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Extremely dangerous; unsafe parking conditions at gate in IAH at night. During descent briefing into IAH; night arrival we thoroughly briefed the notes regarding the dangerous; unsafe parking conditions at [our] gate. We also discussed the flight safety report of previous incident of wingtip damage to crew attempting difficult parking at same gate. The taxi approach to this gate is bracketed by parked RON (Routine Overnight Check) aircraft to the south (NO LIGHTS; NO MARKINGS; NO LEAD IN LINES; NO POSITION LIGHTS ON PARKED AIRCRAFT); and [multiple] gates to the north. Complicating matters; the short lead line to the gate is at an angle; difficult to see; and gate area full of ground equipment. I did NOT want to put all my trust in wing walkers since I could not tell if they were even paying attention. Did I mention that there is NO LIGHTING; and NO SAFETY LINES! I taxied to the gate at 1 knot; very uncomfortable! In my opinion this is the most dangerous; accident prone gate in our system and would not be surprised of another ground contact incident.First; the [provided] note is NOT ENOUGH. This gate is a known safety hazard. Three recommendations: 1. the main lead line needs to be repainted and should extend all the way to [the] taxiway; 2. Ground equipment safety lines need to be painted and clearly visible; 3. Parking pads and parked aircraft on [adjacent] taxiway need lighting; period.




Synopsis: Captain reported that lead in lines and clearance lines are faded; combined with lack of adequate lighting make operations hazardous.
Date: 201602
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: 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: Flight was uneventful until turning final for Runway 33L at BWI. ATC tried to put a 737 in front of us and asked us to slow to final speed. We quickly configured for a configured 3 landing and the automation was actively being used. I noticed the airspeed slowing below the assigned value followed shortly by a 'Speed; Speed' aural alert. I elected to perform a soft go-around but failed to follow the SOP after cycling the power to Takeoff Go Around (TOGA) and back to CLIMB. I asked the First Officer (FO) to get a turn back to the approach. During the acceleration; I discovered that the speed brakes were deployed causing the 'speed' alert. I stowed the speed brakes and began the assigned turn and a climb to 3;000. There was confusion about the altitude and the direction of the turn between the crew and the controller. We agreed it was a left turn the long way around back to the final approach course and coordinated a new altitude assignment. I was hand flying with the aircraft still in config 3 and with the flight director commanding an opposite turn. We rebuilt the automation and landed without further incident.ATC should not have attempted to squeeze the 737 inside of us. That created unnecessary pressure and would not likely have worked even without pilot induced error. I failed to monitor the spoilers. I executed a go-around but did not complete the procedure per the SOP.I climbed to 3;000 feet in VMC but without proper coordination.I failed to reestablish the automation in a timely and methodical manner.ATC prioritized incorrectly by asking questions about why we went around prior to issuing a clear and unambiguous clearance.The FO and I continued to fly the plane; monitor the path; and coordinate with ATC and limited the event to a minor deviation of SOPs and did not let the error become something worse.




Synopsis: An A320 Captain reported executing a go-around after receiving a 'Speed' aural alert related to spoiler extension that was not noticed.
Date: 201210
Local time of day: 1201-1800
Location: CYVR.Airport, BC
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
ATC / advisory: Tower CYVR
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: I never saw the note that said to contact Departure passing through 1;000 FT. We kept on runway heading until Tower told us to switch. First Officer said he saw the note but couldn't remember where; said it was NOT on the airport page. I finally found the note to be at the **bottom** of the departure page. In Europe (CGN); the note to contact Langen Departure when passing 2;000 FT is at the top of the page. That's where I'm used to catching it. Either there on the airport page. Standardization would have helped avoid missing it in CYVR. There was no conflict; but the controller wasn't pleased. Maybe; I'm not the only one missing it?




Synopsis: An Air Carrier departed CYVR and failed to contact the TRACON at 1;000 FT as per the Commercial Chart Routing note because the note is located in a non standardized location and the crew did not see it.
Date: 201311
Local time of day: 1201-1800
Location: BTR.Airport, LA
Aircraft: M-20 R Ovation
Flight plan: VFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower BTR
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Mowers requested to go from area of F1 on Taxiway Foxtrot to cut around the lights of Runway 22L. Runway 4R was open and active runway but east of midfield our local vehicles always call the runway number as to which side they are on. I told the mower to proceed as requested and remain clear of all runways which she read back correctly. A Mooney called ready to depart VFR off Runway 4R and during clearance for takeoff I advised him of mowers on the right side near Taxiway Foxtrot. After the aircraft started his roll; I looked at the mowers and noticed the lead mower crossing Runway 4R at Foxtrot. I broadcast for the mower to stop and got no response; the second mower was in the safety area but not yet on the runway surface. The second mower stopped. I did not think that the departing aircraft could stop but told him about the mowers crossing. The aircraft went between the mowers and after climbout told me that he heard what I said and could not stop or he thought he would hit the mower. After questioning the mowers I told them that they were told to remain clear of all runways and she said she understood that but they were told the runway was closed. I informed her that the runway was not closed and verified that they would be remaining where they were and were not to cross any more runways. I then asked another mower who had been out in the same area if he had been advised that the runway was closed. He responded that there had been a runway closure [once a week] for a while and they had on their sheet indicated that 4R/22L was indeed closed today. I re-verified with him that the runway was not closed and to remain clear. I then checked the NOTAMs to see if maybe the closure was missed and there was no NOTAM listed for any runway closure today. Better communication between airport operators and the Tower about closures.




Synopsis: BTR Controller described an unauthorized runway entry by mowers due to confusion regarding runway closure status.
Date: 201301
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface
Second reporter function: Relief Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Dispatched with fire loop 1 ENG R and overheat circuit R1 deferred. On taxi out; we got EICAS 'Det Fire Right Engine' with a status message that read 'overheat circuit R2 and fire loop 2 ENG R'. After talking to ground about our issue they directed us to the holding pad. On our way there; we decided to shut down the right engine since it appeared that we had no fire detection on that engine. As I'm about to reach down to go to cut off; the fire warning sounded along with all the lights associated with Engine fire right (we also got the EICAS). We proceeded to do the checklist and advised ATC to 'roll the equipment'. The fire bell and lights were intermittent but we went ahead and fired both bottles. The relief First Officer went back to the cabin and along with the fire department confirmed that there was no fire. We were towed back to the gate; along the way the fire bell went off intermittently. The fire lights on the fire handle and the engine cut off switch never did go off. When Maintenance came to the cockpit the fire lights were still on.


Second narrative: During taxi out to runway; an ENG (R) FIRE DET EICAS illuminated. While coordinating with ATC and Dispatch for return to blocks the engine fire warning aural alert sounded along with red fire lights. Crew accomplished the required checklist to include releasing both fire bottles to the right engine. Visible confirmation from both crew and fire fighters confirmed no fire was present. Aircraft was towed to the gate.


Synopsis: B777 flight crew reports being dispatched with one fire loop on the right engine deferred. During taxi out the EICAS annunciates the failure of the second loop followed shortly by fire warning. Although thought to be false; both fire bottles are discharged and the aircraft is eventually towed to the gate.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right Bleed Duct warning sign came on at 29;000 feet; I called for Appropriate QRH checklist and the pilot not flying started to read through the checks and while he was still reading the QRH we had warning sign for auto shut left bleed duct came up and the cabin pressurization started to decrease. We informed ATC that we needed to descend to 10;000 feet immediately and we were given a clearance to go down; and requested vector back to ZZZ. After completing appropriate QRH Procedure; we safely landed back at the ZZZ airport.




Synopsis: A CRJ-900 First Officer; climbing out of FL290; experiences a right bleed duct warning followed shortly by a left bleed duct warning and consequent loss of both packs. A descent to 10;000 feet is initiated and a return to the departure airport.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Prior to the flight I did a normal pre-flight inspection; following the Beech pilot's manual list. No discrepancies were observed. I departed with 20 gallons of useful fuel. While in cruise flight at 2500 feet MSL on an 18 NM flight the plane had a sudden drop in power. I immediately pushed the mixture to full rich. I turned on the auxiliary fuel pump and turned the fuel selector to the other tank. There was no increase in power and I observed on the engine instruments that all exhaust and cylinder temperatures were rapidly cooling. I declared an emergency with Tower and turned back to the field; an estimated 7 miles away. It quickly became apparent that I would not be able to glide to the airport. I assessed that the local X site was my best choice for landing without endangering people on the ground.  The landing was uneventful; no damage to the plane; no injuries to the two occupants; and no injuries to anyone on the ground.




Synopsis: BE36 pilot experiences an engine failure shortly after takeoff on an 18 minute flight with 20 gallons of fuel aboard. With the departure airport unreachable an emergency off airport landing is accomplished successfully.