elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0601-1200
Location: PCT.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: ATC Issue All Types
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings; Equipment / Tooling
Primary problem: Ambiguous

Narrative: Helicopters in the SFRA around Washington; DC area have been increasingly asked to use 125.65 for departures and arrivals into and out of the SFRA. The frequency works ok within about 20 miles of the DCA VOR but beyond about 20 miles; even at altitudes of 2000 feet AGL TRACON has a difficult time understanding radio communications from us. This morning's flight I had to switch to another frequency to clear the SFRA (128.35). It was actually the same Controller as was on the problem frequency of 125.65. I explained we were having issues with communications on 125.65; and that I could reach him on other frequencies. The Controller claimed he would submit a trouble report on his end. I had a similar trouble the previous day on the same frequency of 125.65 and had to resort to another frequency. This problem has been going on for about a month now. The eastern and southern sectors of the SFRA seem to be the area where the most problems occur trying to use 125.65.




Synopsis: Helicopter Captain reported communication issues while on the 125.65 frequency around the Washington; DC SFRA area. The Captain stated this frequency has poor quality beyond 20 miles from the DCA VOR.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While in cruise at FL350 we received [a] Sigmet at XA:32 from Dispatch for volcanic ash. Estimated ash top FL200. At XA:48 we received Sigmet 2 from ZZZ Center; for same volcanic ash; also from surface to FL200. Approximately 100 [miles] east of waypoint at XB:15 some of the Flight Attendants started to complain of an acrid odor in the aft galley. We ran the Volcanic Ash Non-Normal procedure. It appeared that we did not fly into actual volcanic ash after referencing the checklist. It is possible we did enter a sulfur dioxide gas cloud; or less likely; in my opinion; into an ozone layer. Out of an abundance of caution; I turned off both recirculation fans and requested a climb to FL370 which ATC granted. I notified ATC; and then contacted Dispatch on the Sat phone. I also directed the Purser to wake one of the Relief Pilots; and had her inspect the cabin for odor and fumes. It was decided that continuing on was prudent; the acrid smell was not increasing in intensity; and lasted for approximately 45 minutes. None of the passengers complained of any discomfort; and apparently were unaware of any odor or fumes. After landing I briefed a Technician and a Flight Manager that my best guess was it was probably a sulfur dioxide gas cloud associated with the volcano eruption.




Synopsis: B777 Captain reported acrid cabin odor during cruise most likely due to sulfur dioxide gas from a volcano eruption in the vicinity.
Date: 201601
Local time of day: 1801-2400
Location: ORD.Airport, IL
Weather elements / visibility: Icing
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: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Staffing; Company Policy
Primary problem: Company Policy

Narrative: The Deicing crews are not properly trained and do not follow SOP at ORD. Last night we were decided with type 1. I had to prompt the de-ice crew for the type 1 fluid dilution. After that debacle he gave us the holdover times and then proceeded to de-ice the nose of the Aircraft (AC). I made several attempts to call the de-icing crew back to rectify the situation but when they finished with de-icing the nose of the AC they drove away. I finally got ahold of the supervisor and got a new de-ice crew back to the AC and properly de-ice the AC and follow SOP. This is systemic problem at ORD. I've been here [many] years and it's never been this bad. I've heard from several crews that de-ice crews are not following SOP and they are briefing crews that AC are clean when in fact they are still contaminated with ice. This is the second incident I've had this year dealing with improperly trained de-ice crews. I did a pipeline the first time but to no avail. It's still a problem that needs to be addressed before there's an incident or worse accident. Since this is a recurring problem the FAA needs to step in and make sure that AC are being properly de-iced and SOP are being followed.




Synopsis: Captain reports that ground crews at ORD are not properly trained in aircraft deicing procedures.
Date: 202005
Local time of day: 0601-1200
Flight conditions: VMC
Light: Dawn
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other post flight
Result: General None Reported / Taken
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I arrived at the scene of the police station. I checked my flight apps and saw that there was no TFR and so I started filming. In my mind I thought that I was clear as the rioting occurred at night and so I suspected that if another TFR was going to be put in place it wouldn't be enacted until later that day.I already had the LAANC grid clearances for the airspace for drone flight. I had secured these the previous evening.I consulted with the police and National Guard that were at the location and they said they were fine with me filming.My goal was to document some of the destruction that had occurred the previous evening.There were several fires actively burning; lots of soldiers and police moving around; loud speakers blaring - it was not a calm environment. I was focused on flying safely and filming.I pretty much filmed a building or location and then hurried to the next one. There was a lot of stuff happening and I was very busy trying to capture it.Although I did check for a TFR when I arrived; I did not check for one at each location that I filmed. Often I was moving one or two blocks and then taking off again with the drone; often without even turning the drone off and then on again.I finished filming [about 3 hours later]. It was at this point when I had a chance to sit down that I looked at my aviation app and noticed that a TFR for the area had gone up [several hours earlier].I had an officer with me - at no time where we anywhere near other manned aircraft. There were a few helicopters in the air but we stayed well clear of them. I often go to a location and start filming. I always check for TFR's at the beginning; but the lesson from this I think is that in a tense situation I will check more frequently.




Synopsis: UAV pilot reported a TFR incursion.
Date: 201710
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: MD-11
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Spoiler System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Human-Machine Interface; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On the arrival; about 6 miles from [ZZZZZ Intersection]; in NAV and AUTOPILOT we noticed that the airplane was no longer tracking the course. We confirmed that we were still in NAV; so the Captain Pilot Flying (PF) used HDG mode to get us back to [ZZZZZ Intersection]. At that instance; Approach asked us; 'Are you still on the arrival?' FO First officer Pilot Monitoring (PM) replied that for some reason 'we had gone off course'; and we are proceeding back to [ZZZZZ Intersection]. We saw .5R off course. After overflying [ZZZZZ Intersection] in HDG; the PF re-engaged NAV; and the aircraft flew the course from [ZZZZZ Intersection] just fine. Soon thereafter we were given a base leg turn; which the PF executed in HDG with A/P engaged. That turn; and the turn to final; were accomplished with no problems. On final; the PF disconnected the A/P and the aircraft instantly banked hard right. We executed a discontinued approach to trouble shoot the problem. Interestingly; when the flaps were retracted from 28 to 15; the problem fixed itself. During the banking incident; we noticed that the spoilers indicated up on both wings (without the expected warning that the spoilers were up with flaps extended). We re-configured and landed uneventfully. The Captain followed up with Maintenance and was told that the #4 and 5 spoilers on the right wing were stuck up 3 inches. We suspect that the A/P was unable to hold course on the arrival due to the aircraft pulling right with no indications in the cockpit.


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


Synopsis: MD-11 Captain reported autopilot unable to maintain correct track in NAV Mode due to right wing spoilers being permanently slightly deployed.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-25 Pawnee
Operator: Other glider towing
Operating under: Part 91
Flight plan: None
Mission: Other glider towing
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Contracted Service
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After a normal glider tow and release; I as the tow pilot returned to the [uncontrolled] airport in the normal way using a downwind; a base and a final leg. As I turned final I was surprised to see another aircraft apparently on final also. I did not hear a radio call from the other aircraft announcing its position. As a regular glider tow pilot at [the] airport I make all required radio calls for the safety of all airport users. Neither aircraft had to alter course but was thought to be too close for comfort. I feel that if the other aircraft had made the expected radio calls to announce position and intention; that this situation would have been avoided.




Synopsis: PA-25 glider tow pilot reported getting too close to another aircraft at an uncontrolled airport and stated he did not hear any calls from the other aircraft.
Date: 201512
Local time of day: 1201-1800
Location: HWO.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D HWO
ATC / advisory: Tower HWO
Second aircraft: Helicopter
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was given vector to final for the RNAV 10R approach circle to land 19R. 5 miles from 10R I switched to North Perry Tower. Field was in sight and I was in VMC conditions. The Tower told me to make right traffic at my discretion and cleared to land on 19R. On my base turn to 19R the Tower asked me to tighten my base turn to stay inside his airspace; which was not an issue. During my base to final turn to 19R; I noticed a helicopter flying east to west just past 19L. The helicopter continued towards 19R and made a turn south like he was landing on 19R. I questioned the Tower asking about the helicopter. Tower said the helicopter was landing on the ramp and would not be a factor. The helicopter came to a hover just off the end of 19R on the center line. I made a hard right turn to avoid the helicopter and was able to go around the helicopter and land without incident. Once landing; I asked for a number to contact the Tower. I called and spoke to the controller; who said their ramp was east of 19R and east of Bravo so they should not have been over the runway. The controller did not seem to understand how close I came to colliding with the helicopter. With the helicopter ramp being so close to 19R; I do not feel it is safe to issue a clearance for the helicopter to land to the ramp with an aircraft landing on 19R.




Synopsis: C310R pilot reported an NMAC with a helicopter on a visual approach to HWO.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After completing all checklists and following all SOP's and being cleared for takeoff; I entered the runway and set takeoff thrust at 50% N1. After moving the thrust levers to the flex detent the aircraft veered sharply to the left. Recognizing I had no directional control of the aircraft; I initiated a rejected takeoff at approximately 10 to 15 KTS. As I applied the brakes and steered the aircraft; the aircraft veered sharply to the right then back to center. After regaining complete directional control of the aircraft I taxied down the runway and exited. An announcement was made to the passengers regarding the rejected takeoff and I conferred with Dispatch and Maintenance Control to determine our course of action. I ran up the number one engine to check the parameters and check the brakes to deduce if perhaps a malfunction played a part. After conferring with the First Officer and the jumpseat rider; they said that the number one engine lagged considerably behind the number two engine once the thrust lever was placed in the flex detent. (Asymmetrical thrust)  I returned to the gate where approximately 9 passengers asked to get off the airplane. After accommodating our passengers and conferring with my flight attendants and refueling; we proceeded to destination. I am not completely certain of the cause for the rejected takeoff; though asymmetrical thrust may have played a part. Of note is that engine vibration was noticeable throughout the flight and particularly during climb. The N1 vibration indicators read between 1.8 and 2.6 which is well below any warnings; however vibration was felt and noticed.




Synopsis: A319 Captain experiences a loss of directional control when thrust is set for takeoff and the takeoff is rejected below 15 KTS. The left engine did not accelerate at the same rate as the right engine according to the First Officer and the jumpseat rider. A second attempt is successful although the number one engine vibrates noticeably during climb with N1 vibration indicating between 1.8 and 2.6.
Date: 201811
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: First Officer took a call from the Flight Attendant saying a passenger and all four flight attendants were lightheaded and dizzy. After we discussing the issue; and not seeing any issues in the cockpit; (cabin pressure); everything was normal. However; we did decide to lower the cabin temp. A message was sent to Dispatch to call us with [Maintenance]. [Maintenance] was no help.First Officer called the Flight Attendant and got more info from them and then talked with MedLink. I was the Pilot Flying trying to get lower altitude; however; ride reports below were light to mod turbulence. I decide to stay at FL360. Eventually; we did get down to FL280. MedLink call took forever. Flight Attendant couldn't find the med that they were instructed to take. About this time; we were getting close to starting our descent. First Officer stated he was getting a headache. He put his oxygen mask on. ATC started to slow us and vector us around. I felt we need to get on the ground ASAP. [We] went straight to [destination]. Paramedics met the plane.




Synopsis: B737NG Captain reported several crew members and a passenger were feeling lightheaded and dizzy for unknown reasons in cruise flight.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
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
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I was building the release for this flight; I was getting an error that the drift-down alternates could not be calculated because of an error. [Name] told me to file it and make sure that the drift-down information was on the release. I filed it; checked the release; and the information was missing. After I corrected this issue; I called [the associated ARTCC] to pull the flight strip; sent the correct [flight plan] and sent an ACARS message to the crew and then called Ops to pass the info to the crew to print the new [flight plan]. While the flight was enroute; I got a message from the crew that the route given to them by ATC was not matching what was on the release. I sent him the correct flight summary; the drift-down information and the weather for his escape airport. I then did a pen and ink for the new [flight plan]. The Captain said he was not notified by the gate agent and did not receive the ACARS.There was a breakdown of communication. The gate agent did not notify the crew to print the new [flight plan]; and the crew did not receive the ACARS message. Next time I [will] directly call the Captain and follow up to ensure that they have the correct [flight plan].




Synopsis: An air carrier dispatcher reported a flight departed with out of date information because of a breakdown in communications.