elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out; I had a sudden loss of power. I immediately applied carburetor heat as I suspected possible carburetor ice. This temporarily made the engine run smoother. The loss of power was then more drastic; and when I removed carb heat the engine seemed to stop producing power altogether. I decided to turn back to ZZZ; and if I lost all power or was unable to make it I would land on the road or beach. In the meantime I extensively adjusted the mixture control and carb heat and whatever I could to attempt to restore power; but with no effect. I selected code XXXX in the transponder and began monitoring ZZZ Tower. Since I was behind a mountain I did not immediately attempt contact. I heard Tower reach out to me and I responded with my situation; [requested priority handling]; and advised I may land on the road. I continued inbound staying over the road while continuously evaluating potential off-airport ditching spots; but ultimately I was able to limp to ZZZ and make a successful landing on airport. My A&P (Airframe and Powerplant) has investigated and found that the fuel was contaminated with traces of water suspended in the fuel and small debris. No problems were discovered with the engine or fuel system itself after an extensive inspection. The plane was filled with mogas; regular automotive 87 octane fuel acquired from gas stations in town. The plane is STC'd (Supplemental Type Certificate) to run mogas. There was a similar event with another AvGas user just a few days prior; so it is suspected there may be a problem with the mogas supply in town at the moment. I plan to use AvGas for the foreseeable future.




Synopsis: C-150 Pilot reported engine problems and returned to departure airport.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: The entire flight was non eventful. Upon blocking in at [the gate]; I set the parking brake and verified the EICAS (Engine Indication and Crew Alerting System) parking brake message was displayed. The flying First Officer also verified the parking brake message was displayed. We shut down both engines and prepared to perform the parking checklist. Both the copilot and myself were taking down our IPADS from the window mounts so we were heads down for a few seconds. The Relief Pilot called out that we were rolling back. I smoothly applied the brakes and stopped the aircraft. We rolled back approximately 10 feet. No one inside or outside the aircraft were contacted or injured in any way. No ground equipment; personnel or other aircraft were contacted or injured.




Synopsis: B767 Captain reported experiencing uncommanded aircraft movement at the gate after applying parking brake.
Date: 202010
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During initial boarding phase the Lead FA brought to my attention a threat to the safety of the flight.  The threat was that she noticed several passengers were not covering their noses and mouths with a face covering.  FAs counseled each passenger boarding without their masks on properly on airline's policy that all travelers are required to wear face coverings during their entire flight.  As the Captain I made three PAs at the beginning; middle; and end of the boarding process explaining the airline policy.The CSR was initially alerted to this health threat and stated that they counseled customers were traveling together in a large group of about a dozen.  He stated that he made PAs in the boarding announcing the face covering policy.   At the end of the boarding process the CSR again repeated airline's mask policy then closed door 1L.  Prior to pushback the FAs alerted me that they again had to tell a few members of the same group to wear their mask.  Later one of the FAs stated that some of the passengers from the large group were displaying eating and drinking motions while specifically staring at the FA.  While on the ground; each of the multiple incidents that members of the group were told to wear their masks properly they complied.  The Lead FA contacted me after initial level off for cruise flight.  She requested that I make another PA about airline's face covering policy because multiple members of the same group were again not wearing their masks to cover their noses and mouths.  I made a fourth PA repeating airline's policy and explained that the masks were mandatory for public health reasons. I also explained that they may be putting the safety of the flight in jeopardy.  I then contacted Dispatch to alert the company of the threat to the safety of the flight.  Via ACARS the Dispatcher issued instructions to mitigate the threat.  The Lead FA subsequently informed me that after my fourth PA all passengers complied with the face covering policy.




Synopsis: Air carrier Captain reported several passengers were not complying with face mask policy.
Date: 202202
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On approach into LAX at 2;500 feet we had a near mid air with a large yellow drone. It passed just below and left of the nose/wing. We notified ATC and landed normally. Post flight inspection by both pilots and maintenance showed no impact.




Synopsis: Air carrier pilot reported seeing a UAS pass by their aircraft at 2;500 ft on approach to LAX.  The pilot reported the sighting to ATC and continued the approach.
Date: 202201
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Fatigue; Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: I operated Aircraft X with Captain X.  The next day I received a text message saying that his sore throat on that leg became aches and chills and his COVID test was positive.  I worked three days with Captain (CA) Y.  On the first leg; he was audibly sniffling. I asked if he felt OK; he said it was allergies due to a soapy smell in the flight deck. The next leg; new airplane; constant sniffling with a very intermittent cough. I was told he had dry pipes; and it was just his allergies. I put my mask on for the remainder of the flight. And informed CA Y; he sounded terrible. The next day the running nose continued. CA Y; was seated behind me on DH; audible sniffling was so constant I relocated my seat.  He text the next day saying he was so exhausted he slept twelve hours. I stated we can add fatigue to your COVID symptoms. On the van he verbally told me he woke up incredibly sweaty.My work health; and safety was negatively affected by CA X and Captain Y; lacking the personal responsibility of following company guidelines for reporting to work. Those expectations are laid out in pilot bulletin for revised coronavirus guidance.Pilot bulletin also sets an expectation of contacting medlink; the symptomatic pilot donning an N95; and containing himself to the flight deck.




Synopsis: First Officer reported flying with two different Captains who exhibited symptoms from COVID-19.
Date: 201908
Location: MCO.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Portable Extinguisher
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; MEL
Primary problem: MEL

Narrative: Prior to departure the flight crew noticed the pin in the halon fire extinguisher was missing in the cockpit. Maintenance came and decided to replace their fire extinguisher with the fire extinguisher from 1L. Then when we asked if they were going to replace the 1L extinguisher. They took the one from the one aft of the aircraft; telling us we didn't need it [and] leaving us with only water extinguishers in the back. Being most classes of fires require halon; this is unsafe. Being time is of the essence when fighting a fire; we wouldn't have time to run to the front of the AC for a halon which could cost many lives.




Synopsis: Flight Attendant reported confusion over removal of the Halon fire extinguisher from the aft cabin for use in the cockpit.
Date: 201912
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had just made contact with Potomac Approach for entry into the Washington DC SFRA and landing at Manassas (HEF). I was beneath the outer ring of Dulles (IAD) Class B approximately 16 mi west of IAD and flying east; when Potomac requested 'say intentions.' Not taking the hint; I thought they were asking why I was approaching HEF from the northwest when traffic was landing to the north. I responded with my intent to enter downwind traffic at Manassas. 15 miles west of IAD; was informed by Potomac that I had entered Class B (where the floor lowered to 2500 MSL). I was between 2500-3000 at the time. I descended quickly below the Class B floor and leveled off at approximately 2000 MSL as I adjusted course to pass through a gap in an approaching ridgelined. 12 miles [from] IAD; Potomac again called told me that I had entered IAD Class B; that the floor was 1500 MSL; and asked me to turn to the south. At this point continued to descend cautiously as I was less than 100 ft. above nearby obstacles along the ridgeline. I was unable to turn south immediately because this would have taken be across a higher part of the ridgeline again. Once I gained lateral separation from the ridgeline; I turned to the south as I continued to descend to approximately 1400 MSL as I continued toward Manassas. Although I am familiar with this part of the Washington DC area; and was aware of this particular area where the terrain nearly reaches the floor of the IAD Class B; it was not entirely apparent to me that this was where I was flying and that I was approaching this trap.




Synopsis: C177 pilot reported ATC advised him of Class B violations.
Date: 201712
Local time of day: 1801-2400
Location: LIT.Airport, AR
Weather elements / visibility: Rain; Turbulence
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground LIT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Other / Unknown; Ground Excursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Upon arrival; [the] airport was experiencing rapid and severe weather disruptions. Moderate turbulence; extremely high winds at low altitude; and rapidly changing wind direction and speed. We changed intended landing runway 4 times in the airport traffic pattern; were radar vectored at 5000 ft for approximately 30 minutes before vectors to final. On final approach; we noted a 70 knot tailwind at approximately 3000 ft and a 27 knot tailwind/crosswind on final at approximately 1500 ft. Winds and aircraft buffeting did not improve so a go around was commanded. We decided to divert to LIT because of the rapidly deteriorating conditions at [other alternates]. Landing at LIT was uneventful. Taxiing at LIT is extremely difficult due to poor lighting; extremely narrow taxiways; extremely narrow taxiway fillets; and wet surface conditions. We were given a very long and circuitous taxi routing due to poorly or inadequately stressed taxiways. Including several greater than 90 degree turns on narrow taxiways with little or no fillets.


Second narrative: Was made aware that the LIT airport notified the company that during taxi one of our main gear departed the taxiway. After a [very long] flight; a go around due to wind shear and a diversion to LIT; we were faced with taxiing around LIT with much narrower taxiways than what I'm used to seeing. We discussed and thoroughly briefed out two taxi events. One after landing to our parking spot and another to reposition the aircraft to a different location after refueling. All 4 crew members were involved in each taxi event to assure the safest route possible. I have no idea where on the airport or at what point the aircraft main departed the taxiway.Certainly; fatigue and general airport unfamiliarity were factors in this event. We were at 20+ hrs of duty when we repositioned the aircraft after refueling. The fatigue certainly was a factor that caused the human error on the taxi event.My only recommendation would be maybe better training for the first officers to assist the captain during taxi on narrow taxiways.


Synopsis: Air Carrier flight crew reported being notified of a taxiway excursion after a long duty day.
Date: 202008
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Initial Approach; Parked; Landing
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: A commuting Captain was not wearing [a] mask the whole flight. The situation started when I asked the [commuting] Captain during the flight to wear his mask; his reason [was] because of the open bottled water he was holding the whole flight. When deplaning the commuting Captain approached me before he is about to leave the aircraft and asked me about the wearing of the mask policy and mentioned that I was being [demanding].I do believe that safety is our priority [for] both passengers and employees; and I  believe that the Captain should be the model to all the passengers for wearing the mask in the aircraft; but he is the one who breaks the procedure.




Synopsis: Flight Attendant reported a commuting Captain was non compliant with face mask policy.
Date: 201209
Local time of day: 1201-1800
Location: MHT.Airport, NH
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MHT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Chart Or Publication; Human Factors; Procedure
Primary problem: Airport

Narrative: We were told to taxi to Runway 35; via Alpha; hold short of Papa. At Papa; we contacted Tower and told them we were ready. Tower said to hold short of Runway 35. The Runway 35 hold short line on Papa is almost right at Alpha; while the 35 hold short at Alpha is at the runway. I could see the Alpha hold short line when given the instructions to hold short of 35; so I released the brakes and started forward; looking for what I expected to be a hold short line closer to the runway. Just past the actual hold short line; we realized our error; stopped and told Tower. They instructed us to hold our position. We were subsequently cleared for takeoff.The fault is mostly mine. I mentally dismissed the actual hold short line; expecting it to be closer to the runway; as it is on Alpha. The only other thing that could have stopped this would have been for the Tower; who knows intimately the layout of the airport; to use somewhat different terminology such as 'continue to hold short of Papa' or something to that effect.


Second narrative: As pilot not flying I acknowledged Tower and updated the FMS; the nose of the aircraft crossed the hold line between Papa and Runway 35.


Synopsis: A B737-700 flight crew inadvertently taxied past the Runway 35 hold short line. Confusion over the location of the hold short line on Taxiway Papa vice Alpha contributed to their error.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Prior to departure off of Runway XX we briefed the ZZZZZ X departure. Upon departure we flew the assigned heading in the SID and met the crossing restriction. Approach then gave us a climb to FL190. In the climb the FD Mode Off annunciator came on. We then turned direct to ZZZZZ1. Within a few seconds ATC queried us and asked where we were going. He told us to turn back to our originally assigned heading from the SID. We continued on uneventfully. I think several things came into play today. It was a swapped crew in the middle of my day. We haven't been flying very much in the past three months; I didn't sleep very well the night prior due to noisy rooms next door. And finally we were too hasty in responding to the FD mode annunciator; which should have been in HDG for this departure.


Second narrative: After having briefed the ZZZZZ X ZZZ1 departure on the ground; on departure we were given an amended climb unrestricted to 190. At about that time the FMS; upon reaching the end of the departure nav fixes; gave us the FD mode amber warning; I referenced my transcribed clearance from our paperwork and I mistakenly got us moving direct to the next fix ZZZZZ1 listed after ZZZ1 instead of maintaining the runway heading as we had briefed. ATC issued a lower level off of 120 and asked where we were going; we read back to the above fix and we were corrected and admonished to maintain the runway heading per the chart.Suggestions: The usual; slow down; make sure everyone is on the same page; if in question inquire. There is some rust from the minimal frequency of flying; and my personal expectations of How fast we can move things along needs to be revisited.


Synopsis: Flight crew reported not flying the assigned heading on departure and being corrected by ATC. The crew referenced lack of flying as a contributing factor.