elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aero Charts
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Manuals
Primary problem: Manuals

Narrative: I reported for an all-nighter to ZZZ. I was in the back computer area checking in and trying to connect my iPad to the Wi-Fi provided. I knew I had one update that was needed in my Jeppro app. I tried numerous times to get the update to load but it would not finish the process. At that time I decided I need to get to the gate for our departure time. I figured I could update at the hotel when I arrived for the overnight. Upon checking into the room I went to work and had the same result of not being able to finish the download. I have read in [Company] messages hotel have trouble sometimes with bandwidth; I believe I experienced that issue at the hotel and in the computer area of the lounge in ZZZ1. At this point I went to bed and was going to try in the morning before our departure for the airport. To no avail the update would not upload. We proceed to ZZZ and as we our running our preflight duties a federal inspector came on board to preform and line check. I immediately notified him of my situation of lacking an update in my Jeppro app. He told me I need to ASAP this situation; I have read the [company] messages about keeping your iPad up to date. All I can say is that I tried to comply to the best of my ability in this situation. The federal inspector did provide good insight on how to avoid this in the future as in; check the airport Wi-Fi for example ZZZ is free; mobile hotspot off your phone. That is what the inspector did to get the update on my iPad. I can say I have gone this route and now have mobile hotspot on my phone to prevent this from ever coming up again. I do believe with my mobile hotspot and how the inspector went through the steps on using one and now having my own this will never happen to me again.




Synopsis: An A320 pilot had been unable to update his IPad at several different locations. An FAA inspector; during the course of a line check; showed him how to use the airport Wi-Fi to update his IPad.
Date: 201504
Local time of day: 0601-1200
Location: MIA.Airport, FL
Weather elements / visibility: Turbulence
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC Overrode Automation; General Maintenance Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Given crossing restriction 10 north of HIELY at 13;000. Got behind on decent; asked for relief; controller gave us a heading and descend to 13;000. Entered Moderate Chop; overspeed of 5 knots or so clean configuration. I was pilot flying; rushing to comply; along with chop; I got behind aircraft.  I need to do a better job cross checking the automation against what the restrictions actually are. I was trusting in the automation too much for when to start my decent.  As a result; I got behind and rushed to comply; or attempted to do so; that combined with the moderate chop and several heading changes; the overspeed occurred.


Second narrative: I was the pilot monitoring. We were asked to cross 10 nm north of HILEY intersection at 13;000 feet. We started down late and were going to have trouble making the restriction. We asked for relief and the controller gave us vectors off the arrival. During our descent to comply with the crossing restriction; we overspeed the aircraft by approximately 5 kts for 5 seconds at FL180 (345kts indicated). Corrected our condition and continued to MIA. When we arrived at MIA; I wrote it up and waited for maintenance to show up so we could give them as much info as they needed.Over reliance on automation for planning the descent. Double check that it makes sense with the winds. Be more aware of speed control when using vertical speed to try and comply with a crossing restriction. The VNAV profile was not going to have us down early enough for the crossing restriction; so the pilot flying used vertical speed to try and intervene and catch up. That along with turbulence and the controller giving us additional instructions lead to the speed creeping up and overspeeding the aircraft.


Synopsis: A B737-800 flight crew experiences an over speed during descent while attempting to comply with a crossing restriction after a late start for the descent.
Date: 202102
Local time of day: 1201-1800
Location: AVL.Airport, NC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZTL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: On descent to 6;000 feet with vectors to final for ILS 35 into AVL we received an obstacle warning caution message. The obstacle was a tower directly in front of us. I (FO) leveled off the descent at 6;200 feet and deviated from course to avoid the tower. ATC confirmed that they also received and obstacle warning cation. We proceeded 'with see and avoid' procedures and then returned to our original vector for final with no further incident.The deviation was caused during descent by a tower triggering an obstacle caution message with both the aircraft and ATC. We leveled off the aircraft above our assigned descent altitude of 6;000 feet and deviated from our assigned vector to avoid the tower. Though ATC also received an obstacle caution they claimed the tower's height was 5;100 feet and should not have triggered the caution message. The MSA of the area was 7;600 feet. Since we were in VMC conditions we felt safe descending to the assigned altitude. We had the tower insight and were in the process of requesting a different vector when the caution was triggered; and we deviated from course for safety.




Synopsis: Air carrier First Officer reported getting an obstacle caution warning during descent due to a tower in the flight path. ATC stated that the tower height should not have caused any warnings.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout; I noticed that the Number 1 fuel gauge was decreasing rapidly more than the Number 2 fuel gauge. I looked out my side window and noticed fuel leaking out of the NACA vents; aileron hinge; and outer flap hinge. I immediately contacted ATC and requested a return to the field for a fuel leak; and also advised the Flight Attendant that we had a fuel leak and that we were returning and to prepare the cabin for a normal landing. At this time ATC cleared us for a visual approach and we executed the Before Landing Checklist and we were given a clearance shortly after to land. We landed without incident and taxied to the gate and immediately upon shut down of the engines we executed an expedited deplaning of the passengers. No emergency was declared.




Synopsis: DHC200 Captain experiences a fuel leak during climbout via the fuel gauge and visually from the left wing. Flight returns to departure airport for an uneventful landing and taxi to the gate.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Guests in XX and XY and XZ [seats] were complaining about the seats they were assigned; due to social distancing and weight and balance purposes. I was unable to move them to accommodate the need to sit together. I compensated them for the seat change that occurred when their other flight was canceled but there was still an issue. I understood their frustration and explained why but the Guests were rude continually.




Synopsis: Flight attendants reported 3 guests were unhappy with seating arrangements.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Mustang (C510)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruise at 28000 ft. Windshield instantaneously shattered (pilot side). Descended towards 14000 ft. Complied with memory checklist items. Verified checklist and requested land. Completed landing from copilots seat.Not sure what caused event (no signs of bird) Looking back would be helpful to have more info on number and different types of window/windshield failures; by Cessna. Info on how many C-510 window events and results?




Synopsis: Cessna Citation Captain reported that the windshield shattered while in cruise.
Date: 201302
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E DEN
ATC / advisory: TRACON D01
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; 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 Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: ATC (ZLA) originally assigned us direct TOMSN - TOMSN Six arrival. Denver Center asked if we were RNAV capable (yes) then assigned us the SKARF Two. We loaded the SKARF Two into the FMS and checked all the waypoints and associated altitudes and airspeeds. The first waypoint that showed in the FMS was ARCHY. This agreed with the page we were referring to in the approach plate. We were direct TOMSN when Denver Approach cleared us to descend via the SKARF 2. The first point we were aware of for this arrival was ARCHY with a hard altitude of 15;000 FT. Outside of TOMSN the pilot flying began a descent for 15;000. Passing through 17;500 and passing TOMSN ATC advised us we were to be between FL220 and FL200 passing TOMSN. They then gave us 'maintain 17;000'. There were no conflicts with other aircraft.We referred back to the approach plate and found that we missed page 1 of the SKARF two. Page 1 makes it clear to continue to the next page for the rest of the arrival; however; page 2 has no notation that there is a page 1. We also went back and reloaded the arrival in our FMS twice to verify that the first waypoint that shows up is ARCHY. These two items led to us missing the beginning of the arrival. This RNAV arrival along with several others was new in November. If there are no corrections (a notation on page 2 that there is a prior page) I anticipate further problems.




Synopsis: When cleared to 'descend via' the SKARF STAR to DEN the flight crew of a BE400 failed to note the arrival consisted of two pages; the first the en route transitions and the second the common portion. When ATC advised they had missed a crossing restriction that was displayed on the transition page they realized their error; which they attributed to the fact that; although the first page directed them to the second; the second (which they located first) failed to similarly direct them to the first.
Date: 201403
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Dispatch
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I was junior manned for a 10 hour shift beginning at 0400L. I was unable to get the amount of rest I needed to safely exercise operational control. The week before; I was scheduled for [regular] shifts starting at 1400L; and I was unable to shift my body clock to the new start time of with only one day off. I have either been junior manned or threatened to be junior manned for each weekend of my days off for the last 4 weeks; which has added to my stress and fatigue.




Synopsis: A Dispatcher reported being required to work unplanned schedules that were inimical to his established diurnal body clock; resulting in deteriorated ability to exercise operational control of his/her flights.
Date: 201409
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute; Oceanic
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: Aircraft X requested deviation west of 40 miles for weather. After probing clearance; I determined deviation could be approved at FL370 or FL390; and sent this information to pilot through HF. Pilot responded that he was beginning deviation without receiving a clearance. ATOP showed his position converging with another flight and the adjacent airway to the west at FL380. Established phone patch with Aircraft X through Commercial Radio and cleared him to immediately descent to FL370 and gave traffic. No alert was generated by ATOP; even though separation was diminished.Would have liked ATOP to show the conflict; although this did not affect my response.




Synopsis: ZNY Oceanic Controller is advised that a flight needs to deviate for weather. Controller sends information that deviation is approved at FL370 or FL390. Aircraft is at FL380 and deviates prior to receiving message and is a conflict for another aircraft at FL380.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Aircraft was nearing completion of boarding. I was on flight deck when smoke began entering cockpit via all vents. Simultaneously; #1 FA quickly entered flight deck asking what was going on. I turned to look back into cabin and was unable to see past First Class seats as smoke quickly filled cabin from ceiling down to seat level. I informed FA to perform an Emergency Deplaning via jet bridge only because I felt evacuating on ramp with weather conditions and lack of armed evacuation slides would be dangerous; also flight had light load and conditions (smoke) forward were in my opinion better. I acted to isolate smoke entry into cabin by closing APU Bleed and shutting down APU; also closing Packs 1&2. When event began; Captain was in restroom; but he quickly entered into the decisions upon entering flight deck; initially leading us to the Evac checklist which was halted when it was apparent the event was leading away from an effective conclusion via the checklist. The Captain and I reaffirmed the course of action taken was best with the information available and we both believed we had effectively isolated the issue to the best of our abilities. The Captain switched his attention rearward and began assisting in cabin with the completion of the deplaning; while I began coordinating outside responses. The aircraft in question had been at the gate for over 12 hours in sub zero temperatures; was ice covered; and had not been deiced recently. We had not begun the deicing procedures prior to smoke event.




Synopsis: B737-800 First Officer reported evacuating the passengers through the jet bridge when the cabin began to fill with smoke while the aircraft was still at the gate.
Date: 201408
Local time of day: 1201-1800
Location: LAX.Airport, CA
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were on approach to 24R. Approach Control kept us high and vectored us to intercept the final approach course well inside the final approach fix. We had to be particularly careful on this approach because we had a sharp intercept angle and were high but there was also a heavy on approach abeam us to the parallel runway.  I was dividing my tasks between the normal tasks inside the plane as the non flying pilot as well as putting a high priority on the nearby traffic. I noticed at about 1;200-1;300 feet on the Radar Altimeter that we were still high and fast but I felt like a Go-Around was not imminent yet. At 1;000 feet everything was coming together nicely we were still fast but slowing quickly. In hindsight I probably should have executed a go around at this point. I believe we were completely stable by 700 feet AGL. During the debrief session at the gate I made sure to hit home with my First Officer who is very new at this company that if I did that approach again I would execute the go-around. I wanted to make sure he understood that that type of unstable approach should not be common place at [this airline.]The reason I wanted to submit this report is to draw attention to the fact that this is not an isolated incident at LAX. I have been vectored inside the final approach fix multiple times this month in LAX and have had to get creative and aggressive to execute a stable approach. The thing that really bothers me is that on most of these incidents there was never any traffic they were trying to squeeze us in front of. The aggressive vectors have seemed very unnecessary. I like most [company] pilots have years of experience flying in very congested and busy airports where tight spacing is a must. However; I am seeing a trend in LAX that is going past efficient tight spacing; too far too aggressive vectoring.




Synopsis: Pilot reports of a slam dunk approach into LAX; closer than the normal slam dunk approach he is used to getting at this airport.
Date: 201510
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out passing FL200 received #3 engine fire alert. Complied with the engine fire severe damage checklist. Dumped 75;000 LBS of fuel. Returned to [departure airport].




Synopsis: MD-11 Captain reported a #3 engine fire warning indication on climb out. Flight returned to departure airport.