elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On our flight from ZZZ to ZZZ1; we were at a cruising altitude of FL340. With everything slowed down with the pandemic; it was the first flight I had with this particular co-worker in a few months. So naturally we had plenty to chat about enroute. I'm not for sure if we missed a call from ATC; or if we just got out of range before they tried to hand us off; but nonetheless we were unaware we were supposed to be on another frequency. About 100 miles from destination; I asked the SIC to request a lower altitude for our descent into the arrival airport. Upon transmission; we received no response and I immediately went to XYX.Z [frequency]; which we had not been monitoring. About a minute after his initial attempt; I heard ATC on XYX.Z calling our tail number with a frequency. We called ATC on the new frequency and were given a lower altitude. Upon readback of the new altitude; ATC asked what was our last assigned frequency. When we gave the Controller the answer; the response was 'You have been NORDO for about 150 miles.' The remainder of the flight was uneventful with a normal descent and landing into our destination.We fell into this situation for a few reasons:-One; we weren't monitoring XYX.Z. If we had been; this most likely wouldn't have happened.-Second; going out west sometimes there are longer periods of flight without a handoff then going east. Also; with the pandemic and the few flights I have done I have noticed less radio communications in general with fewer aircraft in the air. I let myself fall into the trap of thinking 'well I'm going west and not as many planes' so I didn't feel it to be that unusual that we hadn't directly corresponded with ATC in a while.-Third; engaging in conversation without occasionally questioning 'when was the last time we talked to someone.'I plan to be more aware of communications while enroute and to constantly monitor XYX.Z.




Synopsis: Pilot reported contacting ATC on guard and being advised they were NORDO for 150 miles.
Date: 201307
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Aircraft: Cessna 400
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Mentor/Turbo Mentor (T-34)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working a complex session at R10 with many IFR inbounds and outbounds to the Pan Handle of Florida. Additionally; Sector R10 had a VFR MOA for military aircraft from NSE. There are 2 MOA's in that area. We control the aircraft from 115B175 in separate blocks. The aircraft under the MOA; SFC to 105; are under VFR rules and we do not have communication with them. It appeared to me after reviewing the tapes that the T-34 was practicing interception maneuvers with the C400. I recommend that all IFR aircraft be routed around the MOA.




Synopsis: ZJX Controller described a pilot declared NMAC apparently occurring in a MOA with military exercises taking place.  The reporter suggested all aircraft should be routed clear of the entire MOA even though altitude stratums were in effect.
Date: 201402
Local time of day: 1801-2400
Location: CVG.Airport, KY
Aircraft: EMB ERJ 145 ER/LR
Flight phase: Cruise; Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Aircraft In Service At Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During boarding I saw the passenger consuming alcoholic beverages. I let him know that he was not allowed to do this and I took 4 50ml bottles (3 full and 1 had about 1/8 of the liquid in it) from him to serve to him during the flight. I asked if he had any more and he said he did in his carry on that he gate checked. After he consumed the 3 1/8 he continued drinking; [and] then gave me 5 more empty bottles. I asked him where he got them and again he lied to me saying they were in his carry on bag in the overhead. They were in a bag under the seat. He continued to drink. He got very loud and belligerent during the end of the flight. When we arrived I requested assistance from security. I did not want to take the chance of this passenger driving or connecting to another flight. The manager on duty; met the aircraft and took custody of the passenger. I would like to know how he got at least 14 mini 50 ml bottles through security? When deplaning this passenger could not walk without bumping into the seats. I asked him to sit in 1A until I deplaned the rest of the passengers so he could not injure himself or other. Do not allow this passenger to travel on [our aircraft].




Synopsis: EMB145 Flight Attendant reports that a passenger had in his posession at least 14 mini (50 ML) bottles of alcoholic beverages and consumed most of them. The Flight Attendant questions whether these were brought through security.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: I flew in to have my pitot-static system certified. [Later in the day] it was signed off and logbook entry was made by inspector. As I took off; the airspeed came up as normal; but as I started to climb out the airspeed started to decrease; YIPES!!!! I raised the gear to reduce drag; but the airspeed continued to decrease and indicated that I [was] approaching stall speed. But the nose attitude was correct; and controls were not mushy; and the stall warning light was off; so I deduced something was wrong with Airspeed Indicator (AS). The VSI and Altimeter seemed to be sensing and displaying correct information. I continued to climb out to 10;500 FT; and verified the Altimeter against PA read-out on the GTX 330 and against the GPS altitude on the Garmin GPS. Airspeed wound down to zero; then continued winding backwards to 240; 220; etc; eventually stabilized around 150 MPH (but needle was reversed (went counter-clockwise to get there). This process reversed when descending.After shut down at my hangar airspeed was at 180 MPH. Altimeter was spot-on; and VSI was reading zero. I know that the mechanic and his co-worker were having some problems with the pitot-static tests; but they didn't tell me what the problem was. I assumed that they had corrected whatever it was that was causing the problem before they re-certified it and had me fly off. I had never had a problem with pitot-static system or any of the pitot static instruments at any time before during my 4 years of flying this aircraft. I would not have taken off had I known a problem existed. Once I was in the air; and realized that the airspeed was malfunctioning; and that I could fly the airplane by proper attitude and power adjustments; I was too nervous to try to land back [where the work was completed] due to the high density altitude (about 8;000 FT) and whether the visual clues (ground speed) would confuse me [while] trying to land. My recollection is that with a blocked pitot tube; the air speeds should read higher when climbing; not lower.




Synopsis: P28R pilot reported erroneous airspeed indications after takeoff. Since he had just had the pitot static system worked on he suspected that was the problem and continued to destination in VMC using pitch and power techniques.
Date: 201307
Location: VIDP.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground VIDP
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Other / Unknown; Communication Breakdown
Anomaly: 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: Airport; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We were cleared to taxi via W2; CW2; N; to hold short at the Runway 10 hold short point. We discussed the clearance and began our taxi. On Taxiway N; we taxied to the ILS Runway 10 Critical Area and stopped the aircraft. I announced our position to the flight crew and stated that we were cleared to the hold short point for Runway 10. The current ATIS indicated VMC conditions and it did not indicate that the ILS Critical Areas were active. With the critical areas not active; I announced that we were ok to continue to the hold short point for Runway 10 and asked the flight crew if everyone was in agreement. Everyone agreed it was ok to continue and I began to taxi on N past the ILS critical area hold point. Soon after I began to taxi; the Control Tower requested that we hold our position due to an aircraft on final for Runway 10 and inside the outer marker. It should be noted that the VIDP airport diagram does not show an ILS 10 critical area or a hold short point for Runway 10.




Synopsis: B777 Captain is instructed to taxi to and hold short of Runway 10 on Taxiway N at VDIP. After stopping initially at the ILS hold point and with VMC; taxi is continued toward the runway on Taxiway N. The Tower expected the crew to hold at the ILS hold line.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxi out and performed normal engine run up. Pre-takeoff checks were all good. Cleared for takeoff and on climb out the right engine surged then lost power. I performed the boxed memory items and noticed the right engine fuel flow almost at 295 PPH; I turned off the right aux fuel pump realizing that it had malfunctioned and switched into high flooding the engine with fuel. After switching the pump off; the right engine regained power. I then called the Tower and requested to return to the field; explaining that the right engine had failed; but I was able to restore power. I entered the left downwind and landed normally and taxied to the gate.




Synopsis: Light twin Captain reports engine failure shortly after takeoff. Noticing high fuel flow to the engine; the aux fuel pump is turned off and the engine regains power. Flight returns to departure airport.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Carburetor
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft was extremely difficult to start on multiple occasions before this attempt to fly; both by me and at least two other pilots in the club. I tried to start the aircraft three times per POH cold start procedures; including a flooded start procedure and on the last attempt to start (the aircraft never started) after exiting the aircraft I noticed a small flame above the nose wheel and smoke. I grabbed the fire extinguisher; put the small flame out and opened the oil door to inspect for flame in the cowl which I saw none. All smoke was also gone. I noticed soot/black on the bottom of the cowl. I put the aircraft away; secured it; squawked it as grounded in the flight scheduling system and notified the club. I believe several things caused this incident including the apparent need to prime the aircraft more than other carburetor equipped airplanes I have ever flown to get it to start. Human factors wise I was facing external pressure and attempted a start more times that I should have because one of the leaders of the club joked in front of others that I 'just didn't know how to start a carburetor [equipped] aircraft' despite the fact I have many hours operating them. This was a factor in my successive attempts (keep trying vs. stop; squawk the aircraft and call them for a mechanic to look at it).




Synopsis: C182 pilot reported noticing a small flame above the nose wheel after several unsuccessful attempts to start the carburetor equipped aircraft.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Just prior to pushback; my FO informed me that the tablet had locked up. He had tried to re-start it; but the computer was showing an error message. I decided to give Company Maintenance a call on the radio. Issues like these are not generally hard to fix and at the most would require an MEL. The response we received was; 'If you are off the gate; call (Headquarters).' No; we said; we were at the gate. 'Is the jetway pulled back?' we heard over the radio. 'No' we said; we were still at the gate with the jetway pulled up. We had a Technician come to the aircraft and took the tablet into the forward galley. A few minutes later he had resolved the issue and handed the functioning computer back to us. He then left down the jetway. I got up with the logbook and followed him; asking if he wanted to put anything in the logbook. No he said; we were good to go and he left.At this point I was a little unsure of what to do. We all have laptop computers and sometimes they do funky things. Sometimes a little knowledge goes a long way and fixes things real easy. Was this the same as an aircraft part that didn't work? Was it worth getting into an argument with another Employee who clearly didn't want to spend another second on my airplane? There's a saying that goes; 'Is this the hill you want to die on?' To me this was not the fight I thought was necessary; so we continued the rest of the day uneventfully. If I was mistaken or if the policy of the Company should be made clearer to the folks in Maintenance; perhaps a little more training and direction is in order. Thanks for your time on this.




Synopsis: Captain reported that the First Officer's tablet had locked up. A Maintenance Technician corrected the problem; but did not make a logbook entry.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After a gate return due to a bad blue hydraulic pump; we pushed and taxied to runway. We were cleared for take off; and as I advanced the power levers; we got an ECAM Brakes System 1 fault. The takeoff run never got started; and we exited the runway; stopped on a taxiway where we performed a reset under the guidance of Maintenance Control; which was successful. I put it in the logbook as an info only write up; and I failed to contact our Dispatcher to report an aborted take off. When we got cleared for takeoff; the same thing happened; I contacted Dispatch; and reported both aborted take offs; and then after speaking with Maintenance Control proceeded back to the gate. Maintenance performed a full reset; we got our new paperwork; amendment and taxied out. We got cleared for take off; advanced the power levers; and we got the same ECAM; so we exited the runway. I called Dispatch; reported our aborted take off; and talked to Maintenance Control; after which we went back to the gate. By now we were out of duty time; and went off duty.




Synopsis: A319 Captain reports returning to the gate to replace a defective Blue Hydraulic pump. During the next takeoff attempt an ECAM for Brakes System 1 fault is displayed and the takeoff rejected at very low speed. The brake system is reset and the next takeoff produces the same result and the flight returns to the gate for Maintenance. After a full reset the next takeoff produces the same result and the flight returns to the gate with the crew out of duty time.
Date: 201504
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload; Situational Awareness; Distraction
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were stopped momentarily at Taxiway Delta. The APU was not yet on the bus and I shut down the number two engine. We then proceeded to the gate without any communication from the Flight Attendants that there was a problem. As the Passengers were getting off of the airplane; Flight Attendant; advised us that the Flight Attendants believed they heard a ding and believed we were at the gate when we were still on the taxiway. They let the Passengers up and cracked open the doors. Once we began to taxi; the Flight Attendants immediately closed the doors and seated the Passengers. The Flight Attendants did not advise us of the situation until we were at the gate. We did not turn the seatbelt sign off until we were at the gate with both engines shutdown.Better communication between the Flight Attendants and Pilots.  The First Officer cancelled the door open master caution without advising me just after I shut down the number two engine. Pilots could have briefed the Passengers when we were momentarily delayed.


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


Synopsis: A B737 flight attendant crew heard a 'DING' after the aircraft stopped taxiing and thought the aircraft was at the gate. They allowed passengers up and opened the doors. However; the Captain had only stopped to give way to another aircraft and shut down an engine which caused the electrical power shift to make a 'DING' sound in the cabin. They then taxied to the gate.