elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class B HOU
ATC / advisory: TRACON I90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed HOU on Runway 35 having been given departure instructions to maintain heading 300 at or below 3000 feet. After takeoff; when I was instructed to contact departure; the controller was quite busy. I attempted an initial call during the first pause in communication (approx 15 seconds on frequency). The controller was unable to reply due to other priorities. I called twice more during the first available breaks. My third call was answered. By then; I may have passed through a stadium TFR over the astrodome. I did not think it wise to deviate from my assigned heading of 300 to avoid a stadium TFR.




Synopsis: SR-22 pilot reported possible violation of a stadium TFR when he had difficulty establishing communications with the Departure Controller.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
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 ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Fatigue; Workload; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: We where scheduled to fly pairing a pairing that contained 2 red eyes both of which fly during the window of circadian low (WOCL) for our local base time. After the first red eye to the midwest I got about 3 hours sleep in at the hotel. That afternoon we did 2 legs and arrived at the hotel around well after midnight. I stayed up until over an hour trying to prep for the next night. I slept until mid morning getting about 6 hours sleep. I tried that afternoon to take a nap but was unsuccessful. Now I was in a position where I felt OK heading to the airport but knew I would be tired arriving after an all night cross country. The only choice I felt I had was to either preemptively call in fatigued or fly and hope for the best. I choose to fly but hit a wall half way across the country. Both the First Officer and myself where having an extremely hard time just staying awake. On final luckily it was VFR. The First Officer kept us fast and we failed to meet the configuration/speed gates on final. We where both so tired we where slow to recognize the problem.  We should have gone around but failed to do so. We landed uneventfully but this could have gone very wrong if we had met any real challenges.




Synopsis: A Captain flew a trip which included two red eyes both of which in the window of circadian low (WOCL). The second night both pilots were extremely fatigued and during an unstabilized approach did not go around because the situation was not recognized.
Date: 201605
Local time of day: 1201-1800
Location: DVT.Airport, AZ
Light: Daylight
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class D DVT
ATC / advisory: Tower DVT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Local North (LCL-N) had a couple aircraft in the north pattern on runway 7L. Aircraft X was in the pattern and upwind when Local South (LCL-S) coordinated with LCL-N and requested LCL-N take the 7R upwind aircraft in left closed traffic for runway 7L. LCL-N approved the request with no restrictions.Aircraft X was about 1 mile off the departure end and already on left crosswind when Aircraft Y; about 1/2 mile off the departure end turned left crosswind. I pointed out to LCL-N controller that Aircraft Y was cutting out Aircraft X. Aircraft Y checked on with LCL-N controller. LCL-N acknowledged Aircraft Y; but did not issue any control instructions. A few seconds later the controller issued traffic to Aircraft X and told them to fly a wide downwind. Aircraft X replied that they initially did not have the traffic but in the same transmission they saw Aircraft Y a few hundred feet away at the same altitude still on left crosswind and Aircraft X made a sharp right turn to avoid Aircraft Y. The controller watched the situation but took no real action or have any control instructions. After Aircraft X had turned back to the downwind abeam Aircraft Y the controller sequenced Aircraft X to follow Aircraft Y. I estimated the aircraft to be less than 300 feet of each other when Aircraft X took evasive maneuvers.I am not sure what should be done to correct this sort of thing. Without knowing why the controller approved LCL-S controller's request or why they did not take any further action and allowed the incident to become unsafe it is hard to say what corrective action is needed. I believe this incident was more a result of controller skill level and ability to keep track of traffic.




Synopsis: DVT Tower Controller reported a Near Mid Air Collision. Reporter stated the skill level of a colleague contributed to the event.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: In cruise flight we experienced smoke in the cockpit. We did an emergency descent into a nearby class D airport. We had no radios due to the fact that we had to kill aircraft power to get the smoke to stop. We called center via a cell phone and asked them to alert the airport tower that we were going to be entering and landing in class delta without two-way communication. We landed and exited the runway safely.




Synopsis: After experiencing smoke in the cockpit the flight crew of a King Air made an emergency descent into the nearest suitable airport advising ATC via cell phone as they had lost all airborne communications troubleshooting the smoke.
Date: 202006
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: At least 3 passengers boarded the aircraft without wearing masks; when reminded of the mask policy they were cooperative; but had to get masks out of carry on luggage meaning that they were not wearing them or even in immediate possession of them prior to and during the boarding process.




Synopsis: Flight Attendant reported that several passengers boarded without wearing COVID-19 protective masks and had to retrieve them from carry-on luggage.
Date: 201511
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fire Protection System
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: We have found aircraft halon engine and APU fire bottles with squibs installed improperly protected for shipping and handling. This is a dangerous configuration that could lead to injury or death to employees handling the pressurized bottles if the squib were to accidently discharged. This might be the failure of vendors to properly prepare these vessels for shipping. Bottle we have found in stores missing any cap on squib. Other bottles were mssing metal caps on discharge ports.




Synopsis: Aircraft engine and APU halon fire bottles received from the vendor have been found with squibs not properly protected for shipping and handling.
Date: 202008
Local time of day: 1801-2400
Location: MWH.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Initial Climb
Airspace: Class D MWH
ATC / advisory: Tower MWH
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was executing practice IFR approaches. The first approach was ILS 32R [and] the second was GLS 14L. I issued climbout instructions: 'On departure; you are cleared to ZZZ via radar vectors; turn right heading 360; climb and maintain four thousand.' The pilot read this back correctly. Once airborne again; the pilot checked in with the correct heading and his current altitude; both of which were correct. I was working CIC as well so I was paying more attention to Tower than I should have; and I missed the part where he said he was climbing to three thousand; so I vectored him for another approach as normal. I didn't catch his altitude until after I had issued the base turn; when the aircraft was already inside the 4;000 ft. MVA.Pay attention to the aircraft I am working during initial call up; then go back and catch back up with the traffic on other positions if necessary. Also check for climb when aircraft are approaching higher MVAs rather than trusting [that] the pilot will do as instructed.




Synopsis: Tower Local Controller also working as CIC reported being distracted by CIC duties and not noticing an aircraft report a climb to the wrong altitude that resulted in the aircraft flying below the Minimum Vectoring Altitude.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [Ramp] was supposed to load cargo in pit 3 and city bags in pit 2 along with 13 lbs. of HAZMAT. They closed out with no bags around the HAZMAT and 1400 lbs. of quick packs in pit 2; along with the cargo in pit 3. I talked to ramp; along with the ramp lead and explained that if it was easier to move the HAZMAT to pit 6 with the 17 bags that were back there; to do that instead of moving 15 bags to pit 2. They confirmed that's what they were going to do. I put on the auto final as well as unlocked the [load plan] and [load report] for them to make the correction. The flight took off with original weights that he received during our [network] outage that I was unaware he received due to ramp on the phone with me having issues closing out. Ramp did not move the HAZMAT or re-final the flight before it took off.




Synopsis: Load Planner reported flight departed with incorrect cargo HAZMAT configuration.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: While on short final for ILS Runway X at 1;500 feet; the aircraft pitched down from approx 800 feet/min to 2;900 feet/min. Autopilot was disconnected and returned to normal descent rate after 1 sec. It appeared to me that the ILS glideslope signal was disturbed and aircraft pitched down to follow the glideslope. Hand flew the rest of approach with no issues.




Synopsis: A319 Captain reported during final approach and on ILS the autopilot pitched over chasing the glideslope. The Captain stated the glideslope was erratic.
Date: 201309
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared runway 10L at B5 and went to ground control. Instructions were 'right on B; S; Q; P. As I turned on B it looked like the signage directed to turn left; but that put me on T not B. I had my [airport chart] out but misidentified where I was.  I should have had the First Officer help me find the way.




Synopsis: The pilot became disoriented during taxi and turned onto the incorrect taxiway due to signage and location confusion.
Date: 202010
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: 8+00 Hours into flight received a Level 2 Alert *Tire Press*. Applied ECL and continued 4+15 to destination ZZZ. Coordinated with Dispatch; Maintenance; Standards and Tech Pilot. 1 Main Landing Gear Tire #10 indicated low pressure and demonstrated slow leak over final 4 hours of flight. Coordinated through Dispatch and ZZZ Tower for landing on Runway XX to maximize runway length; ease of runway vacate and interaction with maintenance for tire inspection upon landing. NOTE: Priority Handling never requested nor required. This report submitted to address confusion with ATC request for Souls on board and fuel remaining request to Company Dispatch and Duty Officer.




Synopsis: Captain reported confusion with ATC over procedures followed during a precautionary landing due to a slow tire pressure leak reported inflight.
Date: 201910
Local time of day: 0001-0600
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback ramp used proper verbiage to have us set the brakes. The parking brake was set if I recall correctly. I did check the pressure was normal. However; when the Ramp requested to disconnect; I think I released the parking brake again for some reason that I cannot fathom. At this point the Ramper told us over interphone the aircraft was rolling forward; and I looked down and the parking brake was not set. I stopped the aircraft which was rolling so slowly that the movement was imperceptible from the flight deck and set the parking brakes.




Synopsis: A319 Captain reported distraction and failure to set the parking brake caused the aircraft to roll forward at the gate.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Embraer Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: On preflight we cleaned all the snow and ice from the engine intakes. About 10 minutes after engine start while waiting in the deice line we heard a loud but muffled 'bang' noise from the rear of the aircraft. Almost immediately following the bang noise one or both engines began to spool up. We immediately shutdown the engines and turned off the batteries to remove all electrical power from the aircraft.We phoned [Dispatch] and [Maintenance]; unsure of what we had just experienced. We were unsure if we had a compressor stall or maybe a bleed air duct had come loose. There was no sign of any malfunction on the exterior or the aircraft and there were no CAS messages displayed.Later that evening I followed up with [Maintenance] and was told that they found that water had intruded on the air conditioning controller box in the aft electronics bay causing it to short out. I was sent the photo taken by the mechanic and only then did I realize how fortunate we were to have had this occur on the ground as opposed to IMC in the mountains; which is where we were headed at the time.When the maintenance controller also told me that this had been seemingly caused by water intrusion it reminded me that this plane had previously been written up for a wet baggage compartment ceiling that was signed off as could not duplicate.I'm not sure how the water entered the aircraft; however it concerns me that this was brought to the attention of maintenance by a previous crew yet it was signed off with no fix. This uncorrected leak then seemingly resulted in the hazardous electrical situation we experienced.Secondly; I'm concerned that a leak of water can result in a potentially catastrophic electrical failure. Embraer needs to find a better way to seal these components from water intrusion. We were fortunate that we were on the ground and were able to remove power immediately. It concerns me to think about how this may have played out had we been airborne and unable to just shut the plane down.




Synopsis: The Captain of an Embraer EMB-505 reported that during taxi they heard a loud bang; causing both engines to spool-up so they shut down the engines and turned off all electrical.