elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire Protection System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Inadvertent deployment of baggage fire bottle. The non-flying pilot was attempting to shut down the APU as usual climbing through 10;000 FT. The fire test button was selected instead. This caused the baggage smoke warnings to be generated; so I followed the memory item and pressed the lit baggage fire extinguishing button. The fire test was selected because it's similarly shaped and located just above the normal button we use to shut down the APU. My adrenaline was going and so I rushed and did an unnecessary memory item.Possibly changing the design of one of the switches. Also; better discipline when it comes to dealing with possible emergency scenarios. Take an extra moment to let the adrenaline subside; reevaluate the situation; and coordinate with the other crew.




Synopsis: An EMB-145 First Officer conducting the 10;000 FT APU shutdown Climb Checklist inadvertently selected the Baggage Smoke Warning test switch; which is similar in shape and location to the APU switch. The Captain then discharged the baggage fire bottle in response to the BAGGAGE SMOKE WARNING test.
Date: 202007
Aircraft: No Aircraft
Aircraft component: First Aid Equipment; with Medical Kit & Defibrillator
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Flight attendant actions regarding CPR in a COVID environment. Currently; flight attendants are only qualified in one person CPR. The environment in which we operate in now requires everyone to wear an appropriate PPE covering their mouth and face. Onboard we have two (2) items to assist us with delivering breathes to a passenger in need.*Pocket Mask*Bag Valve Mask (BVM) However; flight attendants are only allowed to use one of these resources; the pocket mask. Getting oxygenated blood throughout the body is key to anyone's survival. Delaying such treatment could lead to lifelong complications and/or death. In the event of the need for CPR a flight attendant will need to remove their PPE to operate the pocket mask effectively. Whereas if they were trained on the usage of the BVM it would keep the flight attendant; passenger and bystanders safe. Chest Compression Only CPR will not be effective in our environment as we have a major delay time of Advance Life Support (ALS) to arrive on scene.




Synopsis: Flight attendant reported that there are two types of CPR devices available on board; however flight attendants are qualified to use only one; which requires removal of the personal protective mask in order to use. Reporter requests training on the other device to keep everyone safe in a COVID-19 environment.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Direct cross wind from the east @ 8MPH gusting to 18 MPH. After touchdown and roll out; crosswind pushed aircraft off of grass runway westward. Right main stuck in soft berm and aircraft stood on nose. A few seconds later the wind pushed the aircraft over on its back. No injuries occurred. Aircraft damage to be assessed.




Synopsis: C172 pilot; landing in a direct crosswind on a grass runway; experiences a runway excursion. The berm is soft and the aircraft noses over ending up on its back.
Date: 201507
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I do not feel safe when sitting across from customers using hand held electronic devices during taxi; takeoff and landing. Our policy is that customers can use devices during critical phases of flight such as taxi; takeoff; and landing; however; these customers are briefed and required to be 'ready; willing and able' to assist in an emergency. They are obviously not paying attention to safety demonstration/video as they are utilizing noise-cancelling headsets while watching videos on their own devices (in airplane safe mode) and cannot hear announcements made over the P.A. Further; having an iPad; other tablet or even cellphones 3 feet away from my face when there is a possibility of said device being torn from the hands of its owner and flung toward me during a possible event (even an aborted takeoff) makes me very nervous for my own safety and ability to evacuate an aircraft if need be. This is creating an unnecessary risk to safety of flight attendants.




Synopsis: The use of portable electronic devices during the safety briefing and during takeoff and landing is a potential safety problem.
Date: 202103
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D10
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: North Little Rock regional airport; has commissioned an ATIS that is on the same frequency (123.77) as the DFW arrival ATIS.  This makes picking up the arrival ATIS at DFW difficult to impossible until 120-140 NM away; well into the arrival.Change ORK frequency.  Swap DFW arrival and departure ATIS frequencies (you can hear departure ATIS from FAR away and that's just not necessary - swapping the frequencies would fix it).  Get digital ATIS.  Allow access to the WiFi so airline pilots can use the Jepp's in the air to get digital ATIS (only resolves the problem if the plane has working WiFi).




Synopsis: Air carrier Captain reported it is difficult to receive the DFW ATIS due to ORK airport ATIS being on the same frequency.
Date: 201909
Local time of day: 1201-1800
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We completed water walk; movie players and our first service. As the (Flight Attendant D) and I pull up the cart to collect trash; two passengers in rows 20-21 stated they smell something burning. Flight Attendant D and I didn't smell any so I asked the Flight Attendant C to be a third nose; and she didn't smell any either. As we finished picking up trash and was about to begin our 2nd service; passengers were ringing their call lights and getting our attention. We quickly went out in the cabin and that's when I started smelling the burning fumes in row 29.We immediately opened the bins and I grabbed the battery containment bag while the other FAs (Flight Attendants) were asking passengers to double check their electronic devices. No signs of smoke. Exit row did mention that the smell was coming out of the vents. The Flight Attendant C called the Flight Deck at this moment. Flight deck turned off all electronic systems; galley oven etc. and had asked the crew if we smelled any more burning fumes to report it to them. We were 20-30 minutes to our halfway point. FAs asked pilots to make an announcement when the decision to turn around has not been made yet. Passengers were crying; having panic attacks; and holding our hands for support. FAs did a fantastic job handling the situation and made sure to everyone that we will be safe. After 15 minutes or so; flight deck finally made an announcement that we are continuing on to destination. Service resumed after the situation has calm down. Debriefed with the Captain only when we landed at destination; burning smell was present after recirculating system was started again. FAs asked to move debriefing to the jetway. FAs met with inflight Supervisor at the village since there was nobody there to meet the flight. Safety first!




Synopsis: B737-800 Flight Attendant reported 'burning fumes' in the cabin that were initially detected by passengers.
Date: 201703
Local time of day: 0601-1200
Location: LAS.Airport, NV
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed LAS climbing LNAV/VNAV on the TRALR 7 Departure behind another carrier's aircraft. We were in compliance with the SID speed and altitudes.  We encountered wake turbulence at 8000 ft. We noticed then that we were just under five miles in trail with a rapid closure rate. We were visually closing faster than I was comfortable so I told the Captain I was commencing a right turn off course for traffic avoidance and to advise Departure Control. Just after beginning the turn we received a TCAS RA and I disconnected the autopilot to comply. ATC told us to turn left but in our judgment that would have put us in jeopardy of collision with [the other] aircraft so I continued a right hand turn. After we; and ATC; regained separation; I reengaged the autopilot. We were then given vectors on course. After separation and resuming on course; ATC asked [the preceding flight] why they were at such a slow speed. They replied that they had slowed to make an altitude restriction. Also; no TCAS TA preceded the RA.




Synopsis: B737 First Officer reported encountering wake turbulence from the preceding air carrier departing LAS when the preceding flight slowed to make a climb restriction.
Date: 201412
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Aircraft: No Aircraft
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Sector 27 and sector 41 were combined meaning all low altitude (FL260 and below) for Area 3 were combined at one position. Controller being relieved was unable to start any part of the briefing process for about 10 minutes due to traffic volume. Controller being relieved was unable to answer a land line call from Flight Service because of traffic volume for about 7 minutes. (FSS eventually called the Supervisor). Controller being relieved was having difficulty separating airplanes and was asking my advice on two situations that required immediate attention. (I felt like there was an implication that I just take over the sector and resolve the 2 situations myself even though the controller being relieved had identified the problems but took no action to resolve them.)  Controller being relieved told me that I should just take the sector since I had been watching the 'Show' for about 10 minutes. While I had been watching the 'Show' for 10 minutes I still was anticipating a briefing and I had spent those 10 minutes evaluating the traffic situations not self-briefing myself on the addition items of the sector. I went ahead and took the sector after expressing my annoyance at the lack of a briefing. I then immediately had to give a briefing to the sector 41 controller because it was to be opened due to volume even though I hadn't received a briefing myself because it was too busy.Don't have the sectors combined inappropriately. Don't have the sectors combined when the controller can't even start a briefing or make any comment about the sector situation. Don't have the sectors combined when the controller can't answer the land line for 7 minutes. Don't have the sectors combined when many the departure aircraft are unnecessarily leveled off because the controller is too busy. Don't have the sectors combined when constant blocking of clearances and read-backs occur because 2 frequencies are in use.




Synopsis: ZDV Controller describes a situation where the controller he was relieving could not give a proper briefing and asking him what he should do related to a couple of imminent situations. The relieving controller took the position without a proper briefing and then had to give a briefing to another controller who was taking part of the combined sector.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We were] flying at FL380 [when the] Captain's side windshield iced up rapidly. Like something out of that movie; 'The Day After Tomorrow'. Except the ice was on the inside of the window and it wouldn't come off. At that point we were concerned with the window blowing and/or my window getting iced up and neither of us being able to see outside. I selected the windshield heat to high to no avail. So we [advised ATC] and began a rapid descent down to FL240. On the descent the CA deployed the flight spoilers to help us get down quicker. And we got the Amber FLT SPOILERON MSG and the Amber FLT SPOILER MSG. At this point the ice was only getting worse on the Captain's window so we both decided that it would be best if I flew the approach. I landed and we had fire trucks follow us down the runway; and had to wait until the window [thawed] before we could taxi clear of the runway.




Synopsis: CRJ-700 First Officer reported the Captain's window iced up on the inside at FL380 resulting in impaired vision and did not clear up until it thawed after landing.
Date: 201706
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Coming into ZZZ this morning I was instructed to look for traffic. I got a visual and radioed that in. Tower then told me to follow that traffic and that I was cleared to land Runway 28R; number 2 in sequence.So I followed the plane and then when I turned final I saw another plane below me pass me and land on 28R. I called Tower and told them there's a plane on the runway. They had me take an immediate crosswind turn to the right and cleared me to land again as the other plane was doing a touch and go.In the confusion; instead of retracting flaps; I had fully extended them when executing the go around. I was losing altitude even with full power and was below 40 knots IAS just a few hundred feet above a lake just north of the airport. Tower called to ask if I was OK.Finally found the flaps fully extended; retracted them; and landed without incident.I believe the airplane I was supposed to follow was a different airplane than the one I saw and followed. My guess is that the one I saw was operating on the parallel runway; 28L. I mistook that airplane as the traffic to follow and so turned to base and final too soon. Fortunately the airplane I was supposed to follow reached the runway before I had fully turned to final.




Synopsis: C150 pilot reported an NMAC with another small aircraft in the pattern.
Date: 202010
Local time of day: 1201-1800
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; 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: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: On the TBARR Arrival into DEN; somewhere outside of SHNPS; we were given an expedited descent to an altitude (I can't remember) below FL 270. Pilot Flying (PF) selected VERT SPEED and started down. Around FL285; ATC said to descend via the Arrival. PF re-cruised the FMC to FL270 as I went to my Electronic Flight Bag to verify altitudes on the chart. PF then said the aircraft was not leveling at FL 270 just as we were passing BBRRO. I looked at the FMA and noticed we were still in VERT SPEED and ALT HOLD was immediately selected. We were about 400' below the crossing restriction of 270A. I told ATC of our error and they said just to make all of the following altitudes. ATC sometimes gives clearances that are difficult to execute in the time allowed.




Synopsis: B737 Captain reported receiving an expedited descent clearance below the charted TBARR ONE arrival altitude; moments later; it was rescinded with no sufficient time to recover from the descent.
Date: 201703
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: An aircraft checked in climbing via the ORCKA SID to 12000 feet.




Synopsis: ZLA Center Controller reported an aircraft checked in climbing to the wrong altitude.