elihoole/asrs-aviation-reports huggingface dataset:
Date: 201409
Local time of day: 1801-2400
Location: MGGT.Airport, FO
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the outbound leg of the ILS Y 02; between 9000 and 7200 feet; a green laser was beamed at the cockpit 3 times. The laser came from a location 3 miles west of the field. First Officer (FO) was blinded by the light and ducked down below the glareshield. After the parking checklist was completed; the FO mentioned having eye pain. Removed FO from trip. Deadheaded him back on first available flight for medical attention. Laser events are more and more common. Do not try and continue trip. Lasers (green being the worst) can burn the Cornea of the eye. Get medical attention right away and it will heal very quickly.




Synopsis: Air Carrier Captain describes a green laser encounter during approach to MGGT causing temporary blindness for the First Officer. The First Officer is removed from the trip.
Date: 201210
Local time of day: 1201-1800
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SAN
ATC / advisory: TRACON SCT
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: Confusion; Situational Awareness; Training / Qualification
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: Filed SAN POGGI 2 JLI DCT TRM. [I] noticed on ATIS that JLI was out of service. Expecting change on clearance; PDC stated revised segment POGGI 2 IPL J18 PXR. We input corrected route in FMC. On POGGI 2 Commercial Chart plate; noted that DME/DME/IRU or GPS required. We had non-GPS aircraft; but saw that was OK. Also thought since JLI was out of service; revised routing to IPL would be best routing. Upon departure; a very astute Controller asked question regarding some aircraft having problems with routing on POGGI 2. I reread notes and verified DME/DME/IRU was valid course guidance to POGGI. I then reread note regarding transitions (the notes on the Commercial Charts page). I had to reread several times because they seemed to be backward from all logical and sensible interpretation. One note states that for Julian transition; only PGY must be operational. The other note states that for the Imperial transition; PGY; MZB and JLI must be operational! For the IPL transition; only PGY is required to navigate; yet the note states MZB and JLI must be operational. Realizing this strange but required note anomaly; prior to PGY; and before commencing any transition; I asked for a radar vector; which we received. Thank you to a very conscientious Controller for drawing my attention to my misreading of the notes and quickly assigning a vector before we began a transition that; for reasons which are still mystifying to me; would have been not in compliance with the second note.


Second narrative: [No additional information contained in Narrative #2.]


Synopsis: The SAN POGGI TWO RNAV requires PGY NAVAID to be operational if an aircraft is non-GPS equipped; but a crew had not seen chart note until ATC questioned their GPS capability since PGY was non-operational.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Equipment / Tooling
Primary problem: Ambiguous

Narrative: Originating out of ZZZ; my aircraft had frost on its wings. We proceeded normally to the deicing location. Upon completion of deicing the Captain's wing and as the deicing truck started to back up to move around the wingtip; the entire aft end of the truck became engulfed in flames! A raging fire started on the back end of the truck where the deicing fluid was held. We did not complete the Post Deice Checklist prior to moving the aircraft to safety. My concern was the truck exploding close to the aircraft and its passengers. We taxied the aircraft away from the burning vehicle. I thought it was the safest course of action to move the aircraft quickly out of the danger area. Once in a safe location; I stopped the aircraft; set the brakes; and completed the necessary checklists. Rest of flight was uneventful.




Synopsis: Air carrier Captain reported that the de-icing truck caught fire while repositioning.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small UAS; Multi Rotor
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Commercial Operator (UAS)
Reporter function: Person Manipulating Controls (UAS); Remote PIC (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I operated my multirotor UAS from the gondola of a hot air balloon over what I believed to be a sparsely populated area and above 400 feet AGL within close proximity to the balloon in order to obtain video footage for the balloon company. The balloon launched from a large field and landed in a large field/farm approximately 6 miles away from the take off point. I was made aware several days after flight that operating a UAS from a vehicle over sparsely populated areas is only allowed without a waiver for land and water born craft and not for aircraft. At the time of the flight I allowed my excitement to compromise my judgment and continued flying the UAS after the balloon climbed above 400 feet AGL and into class E airspace.




Synopsis: UAS pilot conducted a photo shoot from another aircraft. After landing the pilot learned they conducted an unauthorized UAS flight.
Date: 201204
Local time of day: 1801-2400
Location: ABQ.Airport, NM
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to top of descent we briefed ABQ Runway 08 ILS with backup Runway 21 visual. During descent at about 40 NM we got new ATIS showing winds 250 at 20 and Runway 26 visual approach in use. We briefed the Runway 26 visual approach and loaded Runway 26 Center Field (with 1;500 AGL altitude crossing) in FMGC. We were cleared for the Miera2 arrival to cross MIERA at 15;000 MSL. ABQ Approach cleared us for the visual approach to Runway 26. We crossed MIERA at 15;000 MSL and proceeded direct to Runway 26 Center Field. We monitored the radar altitude and descent profile. We were at 1;500 radar altitude and 9;000 MSL 11 NM from runway and shortly after Tower called; 'minimum vectoring altitude in that area is 9;200''. Shortly thereafter; we got an EGPWS terrain warning. We executed the escape maneuver and in 2-3 seconds First Officer called '1;500 FT climbing' and the terrain warning was resolved. We were able to return to a stabilized descent profile and complete the visual approach to Runway 26 and land.




Synopsis: An air carrier Captain reported receiving an altitude alert from Approach Controller and EGPWS on visual approach to ABQ. Escape maneuver was executed and a normal visual approach and landing followed.
Date: 201407
Local time of day: 0601-1200
Location: GEG.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower GEG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Ground cleared us from pushback to Runway 21 via Taxiway Alpha. We were taxiing northeast bound turning around the corner (right hand turn) Taxiway A southeast bound to the hold short line Runway 21 when Tower gave instructions in a weak and mumbled tone in what sounded like '(inaudible word)...; line up and wait Runway 21; after departure turn left direct Donnelly VOR.'  I then read back the clearance 'Line up and wait Runway 21; after departure turn left direct Donnelly VOR.' I was then corrected by Tower; 'UNABLE line up and wait Runway 21. HOLD SHORT Runway 21.' I then responded; 'UNABLE line up and wait Runway 21; HOLD SHORT Runway 21 turn left direct Donnelly.' As I was responding the Captain was slowing and stopping the aircraft close to the hold short line. The nose of aircraft was over the hold short line but not far enough for the nose gear to be over. We stopped. No aircraft was on final approach at the time. We waited about a minute then Tower cleared us on the runway for takeoff. All else was normal.I should have asked Tower to repeat the instructions when the first word was confusing and inaudible. I have never received a hold short clearance like that before; 'UNABLE; Line up and wait;' only 'Hold short Runway X'. It was confusing BUT I DID READ BACK WHAT I RECEIVED. I then was corrected but just a little too late. The Captain perceived the same clearance as I after reviewing the situation. I think the cause was an unstardard clearance from Tower; 'Unable; line up and wait' plus the fact he said it in a weak and mumbled tone.1 Always question if unsure of a clearance.2 ATC [should employ] clear; slow; standard clearances.




Synopsis: Confusion due to odd phrasing of a taxi hold short clearance resulted in a minor runway incursion at GEG.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: My home airport is a class D located just outside the ZZZ terminal Class B area. I always wanted to land at ZZZ and with air traffic quiet due to the COVID-19 situation; I thought this would be an opportunity to ask for permission to do so. The weather was clear and I climbed into Aircraft X and departed to the south. I got an early frequency change and got the weather at ZZZ; spoke to ZZZ Approach and asked if I could land at ZZZ. I told ATC I wanted a full stop and taxi back for immediate departure. ATC gave me a squawk code and instructed me to ident. Moments later ATC informed me he had radar contact and gave me a heading of 320 into Class B and to climb and maintain 1;600 feet for vectors to Runway XXL at ZZZ.  I repeated the instructions and complied. I was vectored towards ZZZ Airport and then handed off to the Tower for landing. I switched to ZZZ Tower and was cleared to land. The landing was great and I was the only aircraft on the tarmac. I was given taxi instructions for departure on XXR; and asked if I could get vectors to ZZZ1 for a low approach. After departure I was given a heading and altitude for ZZZ1. I executed the low approach for Runway XY at ZZZ1 and then climbed for vectors to the north. I was told to fly to X location to maintain 1;500 feet. The X location was right in front of me with the beautiful city skyline to my left. As I passed over the X location and continued north; it occurred to me that I never heard 'Cleared into the Class Bravo.'  I was given vectors to land at ZZZ; but ATC never said those magic words. I had forgotten to confirm with ATC prior to entering the Bravo if I was cleared; it was just assumed since I was given a discreet transponder code and vectors to land at ZZZ. It is important to avoid complacency during these unusual times where the airspace is eerily quiet. Air traffic has been significantly reduced and all of us; including air traffic controllers; must remain on top of our game so that when things get busy again; we are all ready to do our jobs effectively and remain safe up there. This much is clear.




Synopsis: GA pilot reported not being sure if he was cleared into Class B Airspace. Reportedly; the decision to fly into Class B airspace was based on the lack of traffic due to the COVID-19 pandemic.
Date: 201912
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fume event. The cause of the fumes must be addressed.




Synopsis: A320 First Officer reported a fume event during initial approach.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Leveling off at FL380. Right Bleed Air Light and associated Air-conditioning lights illuminated on ICAS followed by strong burning smell in cockpit. Donned Oxygen mask. Ran Bleed Air Light Check List in QRH. Captain [advised] ATC and requested priority vectors and handling. Ran all appropriate checklists for an arrival and approach; landed without incident.


Second narrative: Right Bleed Air Valve Closed EICAS message and right 'Bleed' light illuminated on the Bleed Air overhead panel; accompanied by an extremely strong burning smell. (I have flown the 757 for 18 years and have smelled the ozone-like smell of insulation many times. THIS smell was like a forest fire). Donned Oxygen masks. Accomplished QRH procedure; diverted. Complicating the situation; the auto throttles and TMC (Thrust Management Computer) were deferred. I elected to hand-fly the airplane during the descent rather than manually operate the throttles with the autopilot on. We were given several altitude and heading changes. We were EXTREMELY busy. The QRH procedure extinguished both the EICAS message and the 'Bleed' light; but the smell was still present; although less intense. I decided that the safest course of action was to continue to divert. Landed uneventfully.


Synopsis: B757 flight crew reported diverting due to a bleed air malfunction and fumes in the cockpit.
Date: 201708
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching Twin Tanks on LGA Runway 31 visual. ATC advised us that aircraft in front of us saw a drone. As we flew across Twin Tanks I saw a spot coming towards us; but it was a mylar balloon. First Officer said she saw a drone to our right just above our altitude; size about 5 ft across. I did not see it. At DIALS at 2500 feet drone was about 2700 ft [and] a few hundred ft to the right of us.




Synopsis: CRJ-200 Captain reported a NMAC with a UAV on approach to LGA in the vicinity of DIALS.
Date: 201404
Local time of day: 1201-1800
Location: HIO.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D HIO
ATC / advisory: Tower HIO
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: VFR flight following to HIO; after handoff from Portland Approach; was told to contact Hillsboro Tower. Numerous calls to Tower went unanswered. I could clearly hear Tower Controller talking to other pilots and became exasperated being ignored. I finally got the Controller's attention by stating; 'Hillsboro Tower XXX; this is my fourth (or fifth) call; how do you hear me!!'?? The Controller told me to call the Tower after landing for a possible deviation. Called Tower and explained that I was a VFR radar handoff from Portland Approach. He said he could see where there would be a problem in this case but the rules state you must have clearance before entered their airspace. I felt we were cleared in by Portland Radar Approach.Lesson learned: What I thought was a handoff from Portland Approach to Hillsboro Tower was apparently not a handoff. I was on my own and didn't realize it. I penetrated Hillsboro Class D without receiving prior approval. This will not happen again.

Callback: Pilot advised that he was told to squawk 1200 prior to entering the HIO airspace.



Synopsis: A VFR pilot with flight following was handed off from PDX TRACON to HIO Tower but was unable to establish communications and; thinking he had clearance entered HIO airspace; but was later advised he had violated Class D.