elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1801-2400
Location: BJC.Tower, CO
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight phase: Cruise
Airspace: Class D BJC
ATC / advisory: Tower BJC
Second aircraft: Falcon 2000
Reporter organization: Government
Reporter function: Ground; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: I had just relieved Groung Control/Controller in Charge and Local Control  was either giving a relief briefing; or about to start the process.  The outgoing Local Control Controller observed a 1200 code outside the Class D airspace and transmitted in the blind to see if the other aircraft was on frequency.  He was able to raise the aircraft; which I believe was Aircraft X.  The pilot advised they were trying to shoot the gap between the Class D and Class B airspace.Aircraft Y was inbound to BJC for a visual approach; and appeared to be overtaking the slower VFR traffic ahead.  Local Control called traffic and appeared to issue control instructions to try to resolve the conflict; as well as coordinating with the approach controller.However; when I looked through binoculars to see the positions of the two aircraft; I observed the inbound Aircraft Y in a bank out towards the east; and it appeared they were taking evasive action.  I advised the controllers at Local Control of my observation.  After the maneuver; Aircraft Y continued inbound for a normal landing.Another occurrence in the 'corridor' east of BJC Class D airspace where a VFR aircraft transitioning on its own conflicts with high performance inbound/outbound traffic.  As traffic continues to increase at BJC and in the Denver area; additional actions should be taken to encourage VFR traffic to either receive radar advisories or stay away from the arrival/departure paths used by high performance aircraft at BJC and near the Denver Class B.  Even if there is no way to prevent VFR aircraft from entering this 'corridor' on their own; encouraging voluntary compliance from pilots may still increase safety for all involved; while reducing controller workload.




Synopsis: BJC Tower Controller reported an aircraft making evasive actions due to a VFR aircraft trying to shoot the gap between the Class D and Class B airspace.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
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
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: [While] enroute [I] activated the TKS [weeping fluid anti-ice] System for [its required weekly] check. All fresh air vents closed and bleed air off. Had to activate backup mode to see any flow of TKS fluid. Ran system for about 20 minutes. Experienced my usual symptoms even though all vents were closed. Those symptoms are: mild headache; nausea and sense of lightheadedness. The nausea and lightheadedness increased after landing and was accompanied by a general sense of fatigue. The lightheadedness precluded driving home for 50 minutes. Mild nausea continued for about 30 minutes. Headache and fatigue continued for about 2 hours. A sticky film covered the yoke; my hands and the uncovered portion of my arms. My only suggestion is to don [the crew] Oxygen Mask prior to activating the TKS system and continue wearing it until engine shutdown.




Synopsis: A C-208 Captain reported multiple physiological impairments following performing a required inflight check of the aircraft's TKS surface anti-icing system.
Date: 201710
Local time of day: 0601-1200
Location: SAN.Airport, CA
Weather elements / visibility: Fog
Light: Dawn
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SAN
Aircraft component: Pitot-Static System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Gate
Contributing factors: Airport; Human Factors; Weather; Procedure
Primary problem: Procedure

Narrative: Taxi out in normal low visibility. Prior to taking runway; the aircraft behind us reported we had a streamer hanging on the left side of tail. Had to return to gate; elevator feel pitot cover on left side not removed after wash. Cleaning crew and Maintenance both missed this. MRD (Maintenance Release Document) showed covers installed and removed. Visibility near zero on ramp when First Officer performed [the] walk around. On taxi back; entered Runway 27 for back taxi. Instructed to exit at D then join B. D is a reverse high-speed. There is no signage when heading west; no taxi lead off line. It requires a 140-degree turn. In the dark and fog; misjudged the turn and not able to see that I would not be able to complete turn until my lights pointed south. Stopped aircraft; did not think I could turn right with runway lights proximity or continue left with the non-movement area. I was coordinating for a tug when Airport Operations came out and said we were good to complete turn.


Second narrative: Upon arrival at the jet; I performed an exterior inspection. The weather was extremely foggy with near zero visibility conditions. I did not notice anything unusual during my inspection and we pushed off the gate on time.... We taxied back to the gate and had the pitot cover removed.


Synopsis: Air Carrier flight crew reported that when returning to the gate at SAN to remove a pitot cover; they encountered difficulty finding Delta Taxiway in the fog due to lack of signage and a lead-in line when coming off Runway 27.
Date: 201304
Local time of day: 0001-0600
Location: ZID.ARTCC, IN
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Called Danville Sector with a hand off and deviation information; they said they couldn't take the hand off until they coordinated with the (G44) Eon Sector because they share this airspace. (This is a known and on going problem!) This is an unsafe and known problem that needs to be addressed now before there's an accident! It is unsafe.




Synopsis: ZID Controller voiced concern regarding the 'shared airspace' between G57 and G44; the reporter claiming the shared airspace issue is unsafe.
Date: 201506
Local time of day: 1201-1800
Location: CEF.Airport, MA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At cruise altitude of 16;000; First Officer (FO) noticed what looked like strobe light flashes out the front right side.  Closer inspection produced direct laser hits momentarily.  Laser kept illuminating aircraft for nearly 2 minutes while FO used [tablet] to shield laser source.  Captain did not see direct illumination but saw indirect flashing in cockpit.  ATC notified and called after landing when proper map could be consulted for most accurate location.  Source appeared to be in vicinity of southwest side of Springfield; MA.




Synopsis: A B737 First Officer reported being targeted in flight for nearly two minutes by a laser.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: We were operating with MEL 27-XX; Pitch Control Disconnect Advisory Message; which requires other MELs; including MEL 22-XX Autopilot System. Approach Control turned us onto final for a visual approach to Runway XX and instructed us to contact Tower. After tuning the #1 com radio to the Tower frequency; we began configuring the aircraft for landing when we received the autopilot warning along with the AP (Autopilot) Fail and Pitch Control Disconnect EICAS messages. This was a bit distracting because the autopilot was not in use nor had it been used the entire flight due to [the] MEL. After determining all systems were okay to continue; we then started receiving the EGPWS glideslope warning. I determined this was due to ATC having the ILS for Runway XY turned on. The FO (First Officer) had established a normal visual approach angle so I told him to continue. I then reset the frequencies in both nav radios to silence the errant warnings. After landing; the Tower issued taxi instructions and said that next time we should contact Tower for a landing clearance.[The cause was] multiple distractions. Don't let minor distractions dominate the flight deck.




Synopsis: E175 Pilot not Flying reported that distractions from malfunctioning systems in the cockpit led to communications issues; resulting in a landing without clearance.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Many distractions initially in preflight planning and pre block out ground operations due to significant weather issues; system wide company computer outages; maintenance procedures; and runway change. While dealing with maintenance; I happened to note that ATC was reporting wind shear advisories by ground equipment; however no PIREPs and nothing on any ATIS changes. Nevertheless; I elected to use and thoroughly briefed wind shear performance parameters and procedures.Takeoff data calculations dictated flaps 20 setting. Multiple maintenance issues caused well over an hour delay from that discussion until block out. After block out; during before takeoff checklist; First Officer (FO) set flaps 5 rather than flaps 20 out of habit pattern and I checked that flaps were indeed set to 5 without confirming vs the MCDU the required takeoff flap setting. Takeoff was normal at 134 KIAS rotation speed with no wind shear noted. After takeoff; the FO recognized that we used the wrong flap setting. Concerned about a possible tail strike due to the wrong setting (No other indications); he recalculated the takeoff data for the non-wind shear setting of flaps 5 which resulted in a rotation speed of 144 KIAS so our rotation speed was 10 knots slow. I was using the HUD for takeoff and never approached nor exceeded the tail strike advisory cue. Post flight inspection by the crew revealed no tail strike indications.




Synopsis: B757 flight crew selected unplanned flaps setting thereby increasing risk of a tail strike during takeoff. No damage to aircraft occurred.
Date: 201507
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: 2 hours into cruise on B474 we received clearance to deviate up to 20 NM right of track to avoid weather. This deviation would require a bit of a weave so we elected to use heading within the bounds of the right 20 offset entered into the FMS. We had successfully navigated around the most significant cell and were making a turn back toward the route at the edge of a layer of alto cumulus. Pilot Flying (PF) was changing heading frequently to maximize our distance from the main cell and attempt to keep us in the clear to the left of the turbulent alto cumulus. We entered the edge of the clouds with the IGN OVRD on in case of turbulence. I felt the power come back and looked in to see a magenta speed FMA of .817 which I thought was in response to an FMS speed intervene made by PF to place us in turbulent speed penetration range. A few seconds later PF stated 'Why are we descending?' We both realized that the Flight Control Panel (FCP) altitude had been changed and that we were in level change as a result of turning and pulling the wrong knob to effect a heading change. A correction was made via FCP but the altitude deviation was approximately 750 feet. Minutes later; we were back on course at FL320 without further issue. Both pilots focused too much on weather outside instead of bringing focus to the FCP when a change was being made. New emphasis is being made for PM to be looking for something rather than looking at something (Flight Path Monitoring Guide) - this is a good example of doing that wrong in cruise (green area of vulnerability).


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


Synopsis: Air carrier flight crew meant to change the heading while deviating around weather; but descended in level change as a result of turning and pulling the wrong knob.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification; Workload; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Chart Or Publication; Manuals; Aircraft
Primary problem: Aircraft

Narrative: Upon reaching our level off altitude of 11;000 FT we noticed the amber light for the oil temperature gauge was illuminated and the temperature read 145 degrees and was fluctuating between 145-165. We executed the Oil Temp High Checklist and reduced power on the right engine to idle. The oil temperature momentarily reduced to around 125 degrees and then returned back to 155; then kept climbing through 160; 170; 180; and then settled on 199. At this time the crew elected to do a precautionary shutdown of the right engine as prescribed in the Emergency Checklist. We declared an emergency with ATC; and briefed the flight attendants and passengers about the situation. We returned to the departure airport and landed without incident. My suggestions are actually ones of safety/CRM. The Engine Failure/Shutdown Checklist is a very lengthy checklist. It would help future 'actual' (vs. simulated) readings of this checklist if there was any way to condense it. Furthermore; the Single Engine Landing Checklist should be located immediately behind (be attached to) the Engine Failure Checklist. It was rather distracting trying to figure out where in the QRH the checklist was exactly located. At the very least PAGE REFERENCE numbers could be included in the checklist for the Single Engine Landing Checklist as well as to the flaps 28 landing performance numbers. The aircraft is a much busier place during a real engine shutdown versus practice in the simulator. The high stress level in addition to the small distractions or confusions (as the ones listed above) degraded our performance as a crew. I felt that these checklists; or the flow of the checklists; could be improved upon.




Synopsis: An MD-83 engine high oil temperature light illuminated with engine oil indicating between 145-165 so the engine was shutdown; an emergency declared; the QRH complied with and the flight returned to the departure airport.
Date: 202010
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; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: A young passenger; with a chronic congested cough was seated in seat X6. He was not wearing a mask. He was traveling with his father. I asked the father that his son comply with airline policy and wear a mask. The father said he did not need to comply because he has asthma. He said his inhaler was in the overhead bin. I asked if he needed help to get the inhaler; the father said no. He never got the young passenger the inhaler. I walked by 20 minutes later and son was still unmasked. I asked if he would please wear his mask. Passenger became angry; asked my name and said he was going to write a disparaging letter. Passenger coughed throughout the flight.I don't have an answer. There is no provision for anyone to fly over the age of 2 to be unmasked.




Synopsis: Flight Attendant reported a passenger did not comply with face mask policy due to medical reasons.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing in ZZZ on Runway 29R; I was unable to maintain direction control while the aircraft veered to the right of the runway. I applied full left rudder and left brake to try and maintain direction control but the aircraft still made a hard right turn off the side of the runway. After the aircraft came to a complete stop on the edge of the runway; I was able to recenter the nose wheel. I then was able to taxi back onto the runway without damage to the aircraft or runway edge lighting system.




Synopsis: Pilot reported aircraft veered off runway after landing with no damage.