elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Weather; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Due to the existence of freezing fog and an unknown flow delay for our filed destination we had requested TYPE IV de-ice fluid applied to aircraft prior to departure. Number one; there is no de-icing communications frequency other than a relay from the operations people who obviously do not know how to give a proper de-icing report. More importantly; as the fluid was being applied to our aircraft I did not see any color to it. NONE. At all other stations and in every other circumstance I have encountered TYPE IV fluid is always green. This fluid had NO COLOR. I asked my First Officer if he could discern a color on his wing while they sprayed and he said he could not. I then asked our Flight Attendant; who is also a pilot; to look out the cabin windows and tell me if she could see any color in the fluid and she said she could not either. I then questioned Operations about it; they were evasive and basically told us of course it was TYPE IV but would confirm with truck. She came back and said it was confirmed and additionally truck driver walked up beside Captain's window and attempted to confirm TYPE IV via sign language. I still had my concerns as I have never seen TYPE IV that was not green. I queried our Dispatch to see if they could find anything in the FOM or POH about color. Neither of us could. I was able to find it on the INTERNET on my smart phone that TYPE IV is indeed green. After discussing it with my First Officer we chose to continue on as we had a departure time that kept us within the hold over time for just TYPE I and we had the reports of being on top by 1;000 FT. Operations and de-icing crew using a fluid with no apparent color to confirm proper type. Additionally; we have no guidance that anyone could find in the FOM or POH regarding color coding of de-icing fluid except that in the FOM Chapter 10 it states TYPE III (which we never use) is amber.




Synopsis: An Air Carrier Captain expressed concern that the de-icing crew had no communications frequency for a De-ice Report and also a clear fluid; not the usual green; was applied even as Operations claimed it was Type IV.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi; I noticed the engine running rough and backfire. I adjusted the mixture (had leaned for taxi) and the engine ran normal. Engine run-up was normal and magneto check; indicated within published tolerances. There were no issues during the traffic pattern flight; on landing; nor during taxi to parking.  Upon shut-down; a maintenance inspector from the FAA identified himself and asked if I knew the engine was backfiring during taxi and questioned why I took off. I replied with the same answer as above.




Synopsis: Flight Instructor flying DA-40 aircraft reported engine running rough during taxi out due to mixture setting.
Date: 202103
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ORD
ATC / advisory: Tower ORD
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
Result: Flight Crew Overrode Automation
Contributing factors: Chart Or Publication; Software and Automation; Aircraft; Airspace Structure
Primary problem: Software and Automation

Narrative: On approach to landing at ORD Runway 9C at approximately 200 feet we received a GPWS (Ground Proximity Warning System) alert 'TOO LOW; TERRAIN.' The alert repeated itself several times until touchdown. It was day VMC; some light rain falling. We were on glide slope and in a safe position to land so we continued the approach and considered the alert erroneous. It's possible that since the runway is fairly new at ORD; that the GPWS database had not been updated. Perhaps a message to pilots operating into ORD should be made aware of possible erroneous GPWS alert associated with Runway 9C.




Synopsis: Air carrier First Officer reported receiving a Ground Proximity Warning on short final to ORD Runway 9C even though they were stable and established on the glideslope.
Date: 201911
Local time of day: 1201-1800
Location: IND.Airport, IN
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B IND
ATC / advisory: TRACON IND
Second aircraft: Heavy Transport
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Climbing on SID; out of 4;000' for SID limit of 5;000' aircraft speed exceeded 250 knots; auto throttles engaged; FLCH mode. Disengaged auto-throttles; idle thrust; slowed to below 250 knots. Simultaneously encountered wake turbulence prior to level off from heavy aircraft that had departed parallel runway just prior to our departure.




Synopsis: GL550 First Officer reported exceeding 250 kts departing IND at the same time they encountered wake turbulence from a preceding heavy aircraft.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Called Lockheed Martin Flight Center [FSS] to get a standard briefing. Wind condition was forecast 10-11 kts North going to Northwest in afternoon along the entire flight path.I was flight followed by XXX ARTCC until 8 NM before ZZZ; obtaining weather from AWOS; I changed to CTAF and announced position along pattern. While lining up to runway in the pattern wind was 310 @11 on Runway XX. I was countering crosswind with rudders to line up to the runway. Just over the runway crosswind seemed to increase the plane was being pushed to the left side and we bounced upon touchdown. I thought about a full power go around; however I did not feel there was enough runway left to make a safe take off. At that point with rudder controls I attempted to get the plane on center line from left side. When I realized the centerline of the runway was not an option I could get to; I wanted to safely stop the plane. Now the plane is entering the grass area in-between the taxiway and the runway. With the taxiway approaching and a hill before Taxiway XX with a metal drain grate near the bottom of the hill; I continued braking as much as possible and used rudder control to turn left so not to hit the hill. The plane rested just before the hill.Crosswind caused the event; prevention is to go around and re line up to complete a safe landing.




Synopsis: PA-32 Single pilot reported loss of control during landing resulting in runway excursion.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Other / Unknown; Workload; Time Pressure; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Person / Animal / Bird; Ground Event / Encounter Vehicle; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Near collision with City of ZZZ Employee on foot spraying weeds on the runway with his truck also parked on the runway. There was no NOTAMs and no AWOS notification or radio calls. Flight Instructor and student had to abort [the] takeoff to avoid collision.




Synopsis: Flight Instructor reported a critical ground conflict with an airport worker on the runway. The worker; in a truck; was spraying the runway area. The instructor executed an aborted takeoff to avoid a collision. Flight Instructor reported no NOTAM or advisory was given that the runway was closed.
Date: 201910
Local time of day: 0601-1200
Location: CAK.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E CLE
ATC / advisory: TRACON CLE
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While on a direct VFR flight from ZZZ to CAK I had a near miss with Aircraft Y approximately 14 miles west of CAK. I had established contact with CLE Approach; 20 miles out and received confirmation of radar contact and received a squawk code. At approximately 14 miles out (from the class C airspace) I sighted the other aircraft approaching from the southeast at near my altitude. It was less than 1/4 mile when I spotted it and immediately reduced power and began a fast descent to gain separation. I saw no reaction from the other aircraft. After I made initial contact with CLE Approach a squawk code was given to an aircraft flying from ZZZ1 to 3G3. I suspect this was that aircraft. I understand some transition will happen with the TRACON moving to CLE but in the [X] years I have operated out of CAK I have never have had traffic within the visual range that I haven't been warned about while in radar contact. It was a busy time on the radio but this should not have been missed. On a second note not related to this event but in the same control space. My partner in the same plane was contacting CLE Approach to enter the Class C space at CAK and was given a squawk code with the #8 in it. After telling ATC unable due to the #8 ATC then gave a second code with the #9 in it. After the second unable to comply the third code was finally compatible with the system.




Synopsis: Pilot reported an airborne conflict while on approach to CAK without being notified by ATC.
Date: 201908
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While transitioning from the RNAV arrival to the approach; a UAS passed directly under us; probably within a couple hundred feet. The First Officer saw it; and could not identify what kind or exactly the size; but saw a glint of metal; said it seemed maybe several feet in diameter. No indications showed up on the TCAS. We were leveling off at 5;000 feet heading west. We reported the sighting to ATC; and responded to their questions in stages (workload permitting).




Synopsis: An air carrier pilot reported a NMAC with a UAS.
Date: 201202
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Aircraft: Globemaster (C-17)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: A C17 departed RIV on the SKYES 1 departure. This procedure is built to fly right over an often used jump zone. When the C17 departed I looked to see where the jump aircraft was; and I noticed that they were at their jump altitude and heading towards the jump zone. I then determined that the jumpers would be down and not a factor for the C17. I had some lower altitude aircraft that I was vectoring around the jump zone; and when I was done; I had the C17 contact LA ARTCC. I then noticed that the jump aircraft had not dropped the jumpers earlier; but instead was dropping them now; and the C17 was in close proximity. I ask the jump aircraft if they had dropped the jumpers; and they said they had; and had the 'heavy' in sight and started a descent. In the future; I need to ensure that the jump aircraft is clear of the jump zone if I am going to leave an aircraft on the SKYES 1 on the departure. If the jump zone will not be clear; I will vector off of the SKYES 1 to clear the jump zone.




Synopsis: SCT Controller described a potential conflict event between IFR traffic assigned the SKYES 1 SID from RIV and parachute operations in the departure path; the reporter acknowledging the need to vector aircraft clear of the jump zone if required.
Date: 201912
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Distraction; Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure; Aircraft
Primary problem: Ambiguous

Narrative: Took off Runway 24; RUUDY 6 WHITE transition. Altitude select set at 1500 feet. Noise abatement procedure. Engaged FLC (Flight Level Change) and AP (Auto Pilot). NAV was in standby so was engaged shortly after takeoff. We were level at 1500 feet 1 mile from WENTZ; and NY Departure gave us 'climb to 6000'. Engaged FLC. We were at 210-220kts. Set 6000 began pushing power up. Then NY gave us turn left HDG 160. Engaged HDG mode. Turned HDG bug to 160. Before I could finish setting HDG bug he gave us HDG 180. Began setting 180. Saw we were passing 4500 feet. Altitude select started flashing 'altitude capturing'. Pulled power back to keep turn radius shorter. Was watching speed and pulling back power to make sure we didn't accelerate too much after level off. Speed was about 210-220. Then Second in Command said; 'It isn't capturing.' I pulled power to idle. Disengaged AP. We were still in left turn. We touched 6400-6500 feet and were back to 6000 feet in a few seconds. I'm unsure why the AP didn't capture 6000 feet. It was a very busy time of radio calls; changing NAV modes; managing speed and altitude and obviously I spent more time on speed management and didn't circle back to altitude until we had gone through our assigned altitude. When I saw it flashing I thought it was capturing. I have used FLC for years and not had this issue. Frankly; I don't know if it was a failure of the AP or why it didn't capture. No RA issued. I don't remember seeing any targets close to us at the time. ATC said; 'I hope you're headed back down'. We said yes. We were almost level at 6000 when he made this call. I will most likely not use FLC in altitudes less than 10;000 feet or when climbing less than 8-10000 feet from present altitude. I am unclear why the AP did not capture the altitude when it was flashing like it was capturing.




Synopsis: Captain reported exceeding assigned altitude during initial climb while complying with multiple heading clearances.
Date: 201602
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Weather; Procedure
Primary problem: Procedure

Narrative: Deiced [at first] with type 1; then type 4 due medium snowfall. Required bleeds off takeoff due to tailwind; braking action good and short runway/high takeoff weight. Right at rotation (10 knots past V1); aircraft flight deck filled up with smoke almost totally obscuring instruments. Continued takeoff; following LNAV to avoid prohibited airspace. First Officer (FO) donned O2 mask and goggles while I continued flying aircraft. FO turned off APU bleed [and] got level off at 5000 feet. I turned on autopilot and donned O2 mask - smoke was dissipating so didn't put on goggles. Flight Attendants (FA) called and advised smoke in cabin. We told them we were diverting and landing in about 10 minutes. Got vectors for [a] nearby airport - didn't return to takeoff airport due low vis; tailwind; etc. ATC gave us ILS frequency and course for landing runway. Flew vectors to final. Flew ILS to full stop. Stopped straight ahead and shut down Left engine so fire personnel could approach aircraft and inspect us. Told everything was OK. Got progressive tax from ground due to everything being snow covered. Shut down aircraft at gate. Weather was prime cause requiring extensive deicing with possible deice fluid into APU intake causing smoke into cockpit. Several checklists not complied with due to time constraint of emergency situation and urgency of getting aircraft safely and quickly on the ground.


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


Synopsis: B737-800 flight crew reported diverting to a nearby alternate when the cockpit filled with smoke shortly after takeoff following ground de-ice procedures.
Date: 201212
Local time of day: 0601-1200
Location: JAN.Airport, MS
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class C JAN
ATC / advisory: Tower JAN
Aircraft component: GPS & Other Satellite Navigation
Component problem: Design; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Routine Inspection
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: This was the first time I flew this plane east of the Mississippi River and I discovered that I didn't have that data pack. [I] had west of Mississippi only. [I] lost GPS when I crossed into Mississippi from Arkansas. I was traveling by Google maps at that time and approached Bruce Campbell Field in Madison; Mississippi; which is 7 miles from Jackson International and didn't call Jackson Tower to inform them of my intentions. This will be avoided in the future by affirming I have the whole U.S. data package for the Cessna and make sure I fully disclose my intentions to all towers within the given airspace that is dictated by the FAA regulations. Also; I will make sure I have paper charts for backup to the G1000. I was contacted by Jackson Tower with a polite verbal warning for my actions when I landed.




Synopsis: C182 pilot discovers on a flight to MBO that his G1000 data pack does not include the area east of the Mississippi River. Jackson International airport Class C airspace is entered without clearance during landing.