elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Just before pushback we thought we had the Dangerous Goods Form; but after pushback we realized it was the Preliminary DG. It arrived shortly after we pushed back.




Synopsis: Air Carrier Captain reported pushing back without the required Final Dangerous Goods form.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Climbing through approximately FL 220; brakes hot ECAM. Leveled at FL 260; per ECAM slowed below 250 kts. Extended gear; cooled brakes below 300 degrees; slowed below 220 kts; retracted gear. Continued to filed altitude and realized that we had exceeded maximum operating altitude for gear extension.Contacted maintenance to advise.While focusing on slowing for speed limitations I did not recall the altitude limitation for gear extension. Recall limitation for gear extension.


Second narrative: During climb going through approximately FL220 we got a hot wheel warning ECAM. Number 4 wheel was indicating 300 degrees Celsius. We asked ATC to stop our climb and needed to slow the aircraft for our hot wheel procedure; and was given FL260 since we were on a westerly heading and already had climbed through FL240. We followed the ECAM procedure and slowed to 240 knots and lowered the gear. The wheel temperature dropped quickly; and we slowed down to 215 knots and retracted the gear. We requested to continue the climb and return to normal cruise speed. We got clearance to FL360 and normal speed. Shortly thereafter; we realized that we had done the procedure at FL260 and max gear altitude is FL250. Captain contacted maintenance control and wrote up the discrepancy in the aircraft's logbook.Some task loading with obtaining ATC clearance and notifying flight attendants and passengers regarding the procedure. Better monitoring and verifying of procedure.Pay better attention to all the factors. Although the ECAM does specify maximum speeds; it doesn't remind you of maximum altitude.


Synopsis: Air carrier flight crew reported receiving a hot wheel warning during climb. The crew inadvertently exceeded the maximum operating altitude when extending the landing gear for cooling.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: Cloudy; 6.0
Light: Daylight
Aircraft: DJI Mavic 3
Operator: Personal
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Takeoff / Launch
Airspace: TFR ZZZ
Reporter organization: Personal
Reporter function: Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Confusion; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person UAS Crew
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure; Software and Automation
Primary problem: Ambiguous

Narrative: This morning; I hoped to fly my DJI Mavic 3 and check on some houses [in a] development. I used the Aloft app to check for TFR's and NOTAM's and noticed the restriction due to the fire. I was a bit confused by the wording in the Operating Restriction and Requirements section where it stated; 'except as described'. The app allowed me to apply for LAANC authorization which was granted. My drone will not fly without approval; and it was not until permission was granted that my drone would even take off.I came back to my office and asked a colleague about the incident and he educated me that even though the app granted me permission it was inadequate in providing a waiver of the TFR.

Callback: UAS pilot indicated the ALOFT LAANC app provided approval to fly in an area within the TFR. After further review there was small fine print towards the bottom of the approval which indicated a need to confirm and not fly in TFRs.



Synopsis: UAS pilot reported flying into an active TFR due to misunderstanding of LAANC authorization.
Date: 202002
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: There is a new bag that needs to be added to the double check for lithium ion batteries. The power bank is located on the inside of the suitcase and has a power port hidden in the cup holder on the back of the bag.




Synopsis: Airline ground personnel reported a 'new bag needs to be added' to aircraft equipment for Lithium Ion batteries handling.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After engine start; the aircraft flight deck filled with smoke. The pilots ran the appropriate originating and before start checklists at the gate. The paperwork was handed out and the main cabin door and flight deck door were closed. The before start check was finished below the line. Engine 2 was cleared and started successfully. The First Officer waited for 75% NH on engine 2 then began to slowly turn on the bleeds. Engine 1 was cleared and started successfully. The Captain called 'good start' after the starter disengaged. The First Officer then turned on bleed 1. Three to five seconds later the First Officer noted smoke coming from the Captain's gasper vent. The Captain called 'smoke;' and shut down engines 1 and 2 using the memory action items. The flight deck door was opened and the Captain commanded the flight attendants to evacuate the aircraft due to smoke in the flight deck. The Captain then quickly notified Operations; saying 'smoke in the flight deck; we are evacuating onto the ramp' and then immediately shutting down the batteries. The Captain then exited the main cabin door and directed the passengers away from the aircraft; under a covered walkway. Once the passengers were safely off the aircraft; the Captain notified dispatch of the situation and requested fire rescue to check the airplane for hot spots or fire. No injuries occurred.




Synopsis: Dash 8-200 First Officer reported evacuating the aircraft on the ramp when smoke filled the cockpit after engine start.
Date: 201506
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D APA
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On initial climb out of APA; we checked in with Denver departure and stated that we were at 8;500 feet climbing via the EPKEE SID. Top altitude for this departure is FL230 and that is the altitude we had set in the altitude preselect. We were on an ATC assigned heading of 330 degrees. The controller informed us that we were supposed to level-off at 8;000 feet per our clearance. He then immediately cleared us to continue the climb to maintain FL230. He asked what our clearance was and we stated that there was no altitude restriction given in the clearance. The SIC was the pilot that received the clearance from clearance delivery at APA and he was certain that 8;000 feet was not given for a top of climb limit. I verified that the TOLD card (where the SIC copied the clearance) only stated the EPKEE departure then climb via the SID so I am confident that was what the SIC read back to the CD controller. The remainder of the flight continued without incident. I believe that a contributing factor may have been the CD controller working multiple frequencies and either not issuing the 8;000 feet restriction or not catching that the SIC failed to read back the clearance correctly. It seems counterproductive to publish a SID with a top altitude of FL230 only to issue a lower altitude in the clearance. Telling aircraft to climb via a SID except to maintain a lower altitude doesn't even make sense for most SIDS unless there are hard altitudes to make along the route of the procedure. My suggestion to correct this would be to make it mandatory for tower controllers to say the initial altitude to departing aircraft if they are expected to level off at an altitude that is different from what is published on the chart.




Synopsis: C525 Captain reported climbing above his cleared altitude of 8;000 feet on the EPKEE SID out of APA when he misunderstood the 'climb via' clearance.
Date: 201212
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Weather
Primary problem: Ambiguous

Narrative: I had just taken the Final position. The briefing stated that Dash 8 was cleared for a Bay visual approach Runway 16C to maintain 3200 until established on the localizer from the west side and that the B737 was established on a 250 heading to 4;000 from the east. The briefing also included that visuals were working. It appeared that the Dash 8 was starting his turn for the bay visual approach and the ground speed indicated 220 KTS. I turned the B737 to a dogleg heading of 190 and cleared him for the ILS approach to Runway 16C with a speed reduction to 170 KTS for spacing. I then noticed that the Dash 8 was still northeast bound over the north shore of Elliot Bay; I instructed the Dash 8 to start his turn to SEATAC. I then called traffic to the B737 to get the Dash 8 in sight. The B737 was leaving 4;300 FT and instructed me that he was in the haze and unable to see the Dash 8. I instructed the B737 to cancel his approach clearance; maintain 4;000; and continue inbound on the localizer. The B737 then acquired the Dash 8 and was issued a visual approach clearance to follow the Dash 8 to Runway 16C. Assumptions made by myself were that the Dash 8 would turn through the middle of Elliot Bay as detailed in the published charted visual approach procedure and that visuals were not a problem so the B737 would be able to get the Dash 8 in sight. If you need to assign a heading on a charted visual approach procedure that is higher than the altitudes on the plate you should consider controlled vectors to a straight in final. I believe that that altitude restriction made the pilot feel that he could proceed north of the charted routing to provide himself a stabilized approach. Briefings that suggest visuals are working should contain detail as to the plane to plane visibility conditions.




Synopsis: S46 Controller working charted visual approach procedures was forced to cancel an approach clearance when traffic failed to see preceding traffic; the reporter indicating visibility changes were taking place.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bell Helicopter Textron Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Descent; Parked
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure; Weather
Primary problem: Aircraft

Narrative: I put my risk [assessment] in and went about preparing for flight; I went up to the aircraft; did my walk around; came in to the cockpit; the iPad dinged like it does with every flight when OCC (Operations Control Center) approves it. I looked quickly at the screen and with the glare thought it was approved; it turned out OCC had not approved the mission but pinged me back to discuss the weather front to my west. I was aware of the front but in the time I had gone up to the helipad it had made a significant update on radar and moved closer. I took off with what I thought was an approved brief instead it was a call from OCC. I let dispatch know I was landing assured and they said call from OCC. When I did we discussed that the tone for approval and every notification is the same and the IT department was working on a change so it would be different. Flight was completed with no problems.I discussed it with the OCC personnel and a change to the approval ding on the IPad and other notifications is already in the works. Additionally I will discuss this with my base pilots and at the upcoming safety meeting to help make other pilots aware of the possible results of submitting a risk and specifically looking and ensuring the mission is approved not call OCC.




Synopsis: An EMS helicopter pilot reported hearing an iPad notification sound which he thought indicated Dispatch's mission approval after his risk assessment. In fact; Dispatch wanted to discuss weather. A distinctive Dispatch approval notification 'ding' was discussed as a solution.
Date: 201909
Local time of day: 0601-1200
Location: BTL.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
ATC / advisory: Tower BTL
Second aircraft: SR20
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: [We were] holding short of Runway 31 at Taxiway Lima at BTL. We gave Tower a call and informed them that we were ready for departure. Tower replied 'Aircraft X; climb and maintain 10;000 feet turn to a heading of 270 after departure Runway 31 cleared for takeoff.' We read back the clearance; verified that final was clear and crossed the hold short line to position the airplane on Runway 31 for takeoff. Just as we started moving; we saw Aircraft Y fly over us and land on the same runway; Runway 31. Pilot Flying had already stopped our airplane and we were around 20 feet short of the runway. I told Tower that we were stopping at current position and Aircraft Y landed right in front of us. The Tower Supervisor came online. Tower acknowledged and told us to line up and wait on Runway 31; we complied. Aircraft Y must have been to our right; behind and low (right behind our tail) and therefore we didn't see him. Aircraft Y vacated the runway; we got our takeoff clearance and complied. No further action was needed and the event terminated.




Synopsis: CE560 First Officer reported while taxiing onto the runway; another aircraft flew over them and landed on the same runway.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I assisted agent in closing aircraft door. [I] pushed down on door handle and after 2nd attempt; it locked into place. Door was then properly armed. Upon take off roll; I could see light coming from back of door and extreme air noise. I could see door was not completely closed. Upon rotation I attempted to call cockpit but when they answered they could not hear what I was saying due to the extreme wind noise. We continued to climb and I then had the Number 3 Flight Attendant go to the back of the aircraft to phone the Captain and let him know what was happening. Due to weight of fuel we had to circle for nearly an hour before being able to land. Landed and went to gate. Maintenance came and opened door and after several attempts we able replicate the door not closing completely on the side of the frame of the door towards the rear of the aircraft. Flight attendant should not assist agent close door.




Synopsis: B737 Flight Attendant discovers during takeoff the the forward entry door has not been properly latched due visible light and extreme wind noise. Flight returns to departure airport.
Date: 201405
Local time of day: 1201-1800
Location: ANB.Airport, AL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 125
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: FSS ANB; TRACON BHM
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Rotorcraft; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Glider; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Procedure; Airport
Primary problem: Procedure

Narrative: The special event procedures used at the Anniston airport for departures after the NASCAR Sprint Cup Series Race were not implemented as they had been published in the NTAP and they caused confusion.  The Notice to Airmen Publication indicated that during the time after the NASCAR race aircraft departing ANB under IFR should contact Birmingham Approach while on the ground to obtain clearance and release.  At the FBO papers were given to the flight crews instructing us to use a different frequency to contact what they called 'Anniston Tower' for our clearance; sequence; and release.  That was the start of the confusion with conflicting instructions to pilots.  Anniston is a non-towered airport with an FSS located on the field; there is no ATC Tower in operation.  The radio call sign of 'Tower' is very inappropriate in this case because when pilots hear a facility using the word tower in their call sign the pilots expect to be given clearances to taxi; takeoff; land; etc.  All this 'Tower' was doing was giving IFR clearances; requesting aircraft to advise beginning taxi so they could set the departure sequence; and giving us releases.  I believe that the proper call sign for this should have been 'Anniston Clearance.' During my time there I heard multiple aircraft that were confused.  Several were requesting taxi clearance from the Tower instead of announcing their taxi on CTAF.  Some aircraft didn't seem to know that the CTAF was in use and were not making any announcements at all.




Synopsis: Pilot reports of confusion due to a non-towered airport using a frequency to issue IFR Clearances; while pilots thought this was an actual Tower and not using the airport CTAF for position reports.