elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While we were descending; the Controller told us to turn to 345; descend to four thousand one hundred. The First Officer read that back. I set those numbers. We started our turn and continued our descent. Then at about 6;500 FT the Controller asked if we were descending to 6;000 FT. I leveled off. The pilot not flying (First Officer) said that we were assigned four thousand one hundred. The Controller told us to stop at 6;000 FT. Shortly after that we received a GPWS. We had already started a climb; so we were complying with the GPWS. We were vectored onto the ILS. The rest of the flight was uneventful. There was a communication breakdown. An altitude was either given incorrectly or heard incorrectly. We both thought that we heard 4;100 FT. In talking about it post flight; we wondered if the confusion could have come from the call sign getting jumbled with the altitude and the heading.


Second narrative: On descent we were told to turn left to a 345 heading and to descent to 4;100 FT. On descent around 6;500 FT; approach asked what altitude we were descending to. We responded with 4;100 FT. At 6;000 FT; they asked our altitude and told to maintain 6;000 FT. During level off we received a GPWS alert. We responded to the alert and landed without any other issues. Threat/error in this flight is a possible readback error; or an incorrect descent altitude was given.


Synopsis: The pilots of CRJ-200 were descending to an altitude that they believe they were cleared by ATC. ATC questioned the altitude and the crew received a GPWS alert. The crew leveled off and continued the approach to a normal landing.
Date: 201508
Local time of day: 1201-1800
Location: FAT.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C FAT
ATC / advisory: TRACON FAT
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Received/copied clearance for Fresno Eight; as filed. Misunderstood the spelling of the first fix: it was actually FRAME. Inserted incorrect FRANE and made initial turn out of traffic in the wrong direction.Problems:MiscommunicationFailed to check the waypoints in the FMS.Did not have two pilots present to hear and copy the clearance.Did not have two pilots verify the flight plan.Two instructors in the airplane led to complacency!




Synopsis: Pilot used wrong fix on departure causing the aircraft to turn in the wrong direction. Pilot misunderstood fix name in clearance and did not realize it.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Workload; Physiological - Other; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During boarding Family A was sent down to aircraft not wearing face covering. Passengers were asked the age of the child at the entry door and stated 3 years old. Passenger stated at the doorway she had the child's mask in her purse and would put it on at their seat location; I apologized and stated the mask would need to be on the child before boarding the aircraft. Family A then stepped out on the Jetway; pulled the mask out and said it would be difficult getting the child to wear and keep the mask on. I wanted to have the passengers go back up and speak with customer service; but thought they would comply. As other passengers were boarding; Family A followed behind; I did not notice they had not put the mask on the child.After we completed the safety briefing and doing the walk through; Family A were sitting with the child; had not placed the mask on the child; mother had placed the mask back in her purse. I apologized again and stated she would need to put the mask on child. Captain had signaled for takeoff. I also mentioned to the parents the Captain wanted to go back to the gate and I told them I did not want to go back to the gate. The mother tried to put the mask on the child; the father tried; then stated he wanted to give her some medicine that would make her go to sleep. I informed the Captain what was going on and of our progress; Captain made the call to go back to the gate. Several managers met the aircraft. Family A was asked to deplane.




Synopsis: Air Carrier Flight Attendant reported a family was removed from the flight because their 3 year old child would not wear a face mask.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Bonanza 36
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I cleared a BE36 for takeoff [Runway] 33L; then later a MD88 off [Runway] 27. The 27 departure turned to 235 heading per the SID and I had anticipated the turn and assigned the BE36 a 290 heading; eventually this aircraft needed to go south behind the MD88. I had both aircraft in sight; the MD88 was ahead of the BE36 and I turned the BE36 to a 210 heading. This aircraft was climbing to 3;000 FT and the MD88 was out of 3;000 FT and ahead of the BE36's projected track. The pilot of the BE36 later claimed that I 'took (him) right through the wake turbulence of that aircraft.' Maybe I could have issued the traffic to the BE36 but it was not needed in my opinion.




Synopsis: Tower Controller described an alleged wake turbulence event when turning a light aircraft through the path of a previous departing air carrier. The light aircraft claimed ATC took him through the wake.
Date: 201908
Flight conditions: VMC
Light: Dusk
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals; Human Factors
Primary problem: Human Factors

Narrative: Aircraft came in on a through trip with [a maintenance alert] assigned for #2 main tire worn. When installing gear pins; I found exposed cords on #1; #2; [and] #4 main tires. My partner was [retrieving a replacement] tire for assigned [maintenance alert] tire. I sent him to get the 2 additional tires while I jacked the aircraft and began removal of #1 [and] #2 tire assemblies. Found that all 3 replaced tires came from the shop significantly under-inflated. We just barely completed work before end of our shift; without delay to flight.




Synopsis: Maintenance Technician reported finding replacement tires severely underinflated from shop.
Date: 201302
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: ATC warned us of moderate turbulence beginning in 20 minutes. We seated the passengers and flight attendants prior to that time. Without any warning; we encountered a rapid increase of airspeed of about 40 knots. Max speed was noted at .864 mach; 340 KTS. I immediately pulled the power to idle; the overspeed continued for about 20 seconds. I began a slow climb to bleed off speed. We gained less than 200 FT then went back to FL370. In seconds; the plane went from 310 KTS to 220 KTS. I increased thrust to the firewall and there was no increase of speed for about 10-15 seconds. We initiated a descent; with ATC clearance; to get back speed and at that time encountered moderate turbulence. We were in smooth air during the over/under speed and we are confident that no structural damage occurred. Many messages were exchanged between Dispatch and Maintenance; the decision was made to continue to destination. After stabilized; we attempted to locate the buffet speed chart in the manual on our Ipad's. It took me three attempts to login (error message about no wi-fi signal) and a total of more than 5 minutes to get to the performance section. No amount of searches could locate the appropriate document via the search function. I finally searched page by page in the performance chapter and found it. The use of the Ipad is not intuitive and would be vastly improved had I received instruction when given the Ipad.




Synopsis: B757 Captain reports encountering a mountain wave at FL370 which initially causes an over-speed and slight climb then an under-speed with a requested descent to regain speed with maximum power set. Difficulties finding performance information in the iPad are also reported.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Physiological - Other
Second reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL270; started to become aware of a strong noxious odor in the flight deck. Symptoms included headache and stinging eyes. Flight attendants reported the same in the cabin. Landed in ZZZ without incident. Grounded the aircraft and crew was met by paramedics. Cleared by paramedics with all showing good vitals. Released as per Dispatch.


Second narrative: During the cruise portion of the Flight; the airplane had a foul; noxious odor. I had noticed my eyes were beginning to burn and I was starting to get a sinus type headache. The captain called me and asked if the plane had a foul smell and I said it did. He asked if the FA's were having any symptoms. I talked with the C and the B and relayed to the captain that all three of us had burning eyes; dull headaches; sinus pain; and ear pain. The captain and first officer were experiencing similar symptoms. As the flight progressed; the symptoms began to worsen and we also began feeling nauseous and dizzy. Before landing; the B fa began having blurred vision. The passengers were also complaining of a foul odor on the plane. One passenger was feeling ill but he declined needing any medical assistance. The flight was moderately turbulent and he was feeling nauseous. It should also be noted; we were only able to serve for approximately 15 minutes before the captain had us discontinue our service and sit down due to turbulence. After landing and deplaning; the paramedics were called to assess the flight crew. Our next flight on that plane was canceled and the crew went to the hotel for the night.


Synopsis: A320 Captain becomes aware of a strong noxious odor on the flight deck at FL270. The flight attendants are called and report the same. The crew elects to continue the short flight to the destination airport.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Snow
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Due to the severity of the weather and the quick changing conditions; our attention to detail was off. For myself; after a nearly 100 hour month and an early show time to end a trip; I was more tired than initially realized and my attention to detail suffered. Early morning departure out of ZZZ with an XA:00 show time. Aircraft was iced up due to weather. After getting Type 1 and 4 applied we began our taxi out to the runway. Bleeds and packs were turned on prematurely and due to the obvious smell of anti-ice fluid; I turned them back off. In the transition from de/anti-ice to our taxi out; the snow intensified and winds went from variable to gusting about 30 kts. Both sets of eyes were outside for the taxi and as we approached the runway we ran taxi and before takeoff checklists. Due to the inclement weather our attention was on that and the bleeds and packs were left off. We take the runway and set up for a static takeoff. As we are accelerating through 80 kts; we get messages associated with anti-ice inop/fail due to the bleeds being off. Captain takes control; we abort not yet knowing what the issue was. As soon as we clear the runway we both look up and realize what the problem was; run the appropriate checklists and continued thereafter. No further issues for the remainder of the flight to ZZZ1.With regard to any phase of flight; double checking is never a bad idea. With inclement weather and/or during times that any crew member may be tired; it is even more imperative to slow down and make sure that the aircraft and crew are on the same page.




Synopsis: EMB-145 First Officer reported forgetting to switch bleed air and packs on before departure; resulting in an aborted takeoff.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 13
Aircraft: Cessna 310/T310C
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This event was during a Commercial Multiengine add rating flight test in a C310. We were issued a normal takeoff clearance from the Tower Controller. The applicant taxied on to the runway and stopped briefly to increase the engine power to check the engine instruments per the POH Take-Off Checklist. The Tower Controller came on the radio and yelled 'GO;GO;' so the pilot started an immediate takeoff roll and at approximately 150 FT AGL and 4;000 FT down the runway the Tower Controller instructed him to turn left immediately. Shortly thereafter the Tower Controller reprimanded the pilot for the brief pause on the runway and I told the Controller he should have told the pilot 'no delay' if he needed an immediate takeoff. The Controller instruction to make an immediate left turn over a densely populated area at 150 FT was unsafe and in violation of the Federal Aviation Regulations. This is not the first time this Controller has caused unsafe situations because he failed to maintain minimum separation distances. I would suggest the Tower Supervisor review the tapes while this controller is on duty and take corrective action.




Synopsis: C310 Flight Examiner takes exception to the Tower Controller's handling of his examinees aircraft after issuing a takeoff clearance during a checkride.
Date: 201602
Local time of day: 1201-1800
Location: MROC.Airport, FO
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: Parked; Climb
ATC / advisory: Center MHTG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Training / Qualification; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: Ops Alert for MROC Departures 'RW7 Departure at SJO [MROC]'; exceedance of Terrain Threat bulletin; combined with 10-7 pages that differ; and the assignment of the COCOS 5 RNAV departure caused significant confusion. The bulletin says for RW7 departures you have to depart RNAV/VNAV off; turn at 4 DME and maintain V2+20. The diagram shows exceedance of the R113 radial on many RW7 departures and no other types of departures leaving MROC. The 10-7 page says the same thing if you are flying the POAS4 departure. (The bulletin says RW7 departures period). The flight plan had us filed direct RADON; with no SID assigned. ATC assigned us the COCOS5 RNAV; which is a straight out departure; over lower terrain; with an engine failure procedure to turn back to TIO between the first two waypoints. The COCOS5 requires a significant climb gradient; with a note specifically stating you must make the climb gradient. We estimated we could make the climb gradient based on distance and alt; required climb gradient table to at least above the MSA for the area. The departure has restrictions based on arrival traffic that go up to over FL230. We flew the departure and at about 15;000 feet were cleared to climb unrestricted. Although we had zero deviations from out clearance; I don't think we could have cleared the climb restrictions. We crossed the FL200 restriction at 19.3; and the FL230 restriction at about FL200; 270 KTS. Confusion results for the bulletin implying that the only way to leave MROC on RW7 is to follow the bulletin guidance (Do we have to tell ATC we cannot accept anything but the POAS4 departure?) How do we know we can meet climb gradient requirements for the COCOS[5]? Dispatch didn't assign it. There is no note on the 10-7 pages saying the POAS4 is the only acceptable departure. If we fly the COCOS[5] off runway 7; can we use LNAV/VNAV? Bulletin only addresses RW7 departures. Requires LNAV/VNAV off. On a minor note; the COCOS 5 requires a NADP1 departure according to the Takeoff Data Message. It's not in the 10-7 page.




Synopsis: B737 First Officer reported confusing and conflicting guidance for departures from MROC.
Date: 202006
Local time of day: 1201-1800
Location: PAMR.Airport, AK
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: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Landed in a crosswind which normal flight control inputs did not prevent a exit from the runway and a wingtip touch on the ground. Received a ferry permit and airplane given to A&P to inspect a correct any issues.




Synopsis: PA-14 Single Pilot reported loss of directional control during cross wind landing resulting in a runway excursion and wingtip ground strike.