elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the front pit loading. My lead had started to load the DG in the forward pit and instructed me to load them in pit 2; after we had dispatched the aircraft Ramp Lead had discovered that dry ice had been [erroneously] loaded into pit 2. Operations then proceeded to try to contact the aircraft before it was inflight; he was unable to contact aircraft before it was off the ground.




Synopsis: Ramp personnel reported the discovery of a Dry Ice Pack that had been erroneously loaded on an aircraft after the flight had departed.
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: I received an ACARS message from one of my flights stating: 'what's with that last message about do not take off.' I replied: 'HAVE NO IDEA...YOUR ACARS MSG IS MY FIRST INDICATION. STAND-BY …CHECKING.' I then checked the flight history and saw a canned message from load planning: '...YOUR FINAL WEIGHT AND BALANCE HAS BEEN DELETED AND IS IN THE PROCESS OF BEING UPDATED. DO NOT TAKEOFF UNTIL YOU OBTAIN A NEW FINAL W/B-...PLZ ACKNOWLEDGE END.' The Dispatcher must be brought into the loop immediately when or prior to this message being sent. Why does this message say towards the end 'PLZ ACKNOWLEDGE;' when the person sending this canned message does not have the capability of receiving any acknowledgement? The Dispatcher is the one who can receive the acknowledgement but has no idea the message has been sent. WHY?




Synopsis: An air carrier Dispatcher expressed concern that an interruption in providing valid takeoff data from load planning to one of his flights had not been directed through him.
Date: 201209
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
ATC / advisory: Ground DFW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: As I began to check NOTAMs; I was interrupted by a passenger with a weapon carry form (LEO).  There were over 20 pages of NOTAMs for DFW alone.  I missed the NOTAMs referring to the closure of exit points for Ramp E.  There is a note on the ramp diagram that exit 45 is closed at that time of morning.  We exited via point 48.  Enroute; I re-reviewed the NOTAMs as I normally do.  I then noticed the DFW ramp exit closure NOTAM exit 48 was closed.  (No cones or barricades) ATC didn't mention our exit point.  There were so many pages of NOTAMs; I just missed it.  The previous day was long (12:55 duty) with an early report.  There was no good time to get food during the  day.  I ended the day hungry and tired.  The pairing was built with a reduced rest and an early report time  (XA:45am van).  I had a granola bar for breakfast; which was the only thing available (provided by the hotel) and insufficient.  With the interruption during my review of the paperwork; I missed the NOTAM.




Synopsis: Air Carrier Captain expresses concern regarding the number of NOTAMs for DFW combined with long duty day which results in missing a Notam pertinent to his flight.
Date: 201701
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B717 (Formerly MD-95)
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were on the downwind abeam the approach end of Runway 28 descending through 7000 at 210 kts with thrust levers at idle and spoilers out. The Captain was looking out the window trying to locate the traffic we were following. At this time we experienced an unexpected pocket of wake turbulence that caused a momentary stick shaker; autopilot disconnect and approximately 15 degree bank to the right. I immediately recovered the aircraft to wings leveled and the total event; from start to finish was a few seconds. The event was resolved so quickly that the Captain was unaware of what transpired until I told him (He thought I disconnected the autopilot due to the wake turbulence). The Captain then queried ATC on what type of aircraft we were following. It was a 717 on the base leg to the visual for Runway 27L (a parallel runway) that was approximately 10 miles away and three thousand feet lower than us. I then reduced my descent rate and no other wake turbulence was experienced and no other issues occurred during the duration of the flight.The threat was the undesired aircraft state caused by the wake turbulence. The best thing we can do as a crew is be aware that wake turbulence can occur even when you have adequate altitude and distance separation.




Synopsis: CRJ-200 First Officer reported encountering wake turbulence while on approach to ATL airport behind a B717 inbound to a parallel runway.
Date: 201808
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During the arrival to DEN on the ANCHR 4 RNAV we were told by ATC to expect ILS 35R. After many vectors and altitude changes taking us off the published arrival; we were then given direct to DOGGG waypoint. Less than a minute before arriving over DOGGG we were cleared the RNAV (RNP) Z RWY 35R approach. Soon after passing DOGGG I advised the Approach Controller that we were not ready for the approach but that we had the airport in sight. We were then given vectors and altitude assignments and then cleared for the visual approach to RWY 35R. There was never a conflict with other traffic and the visual approach and landing was uneventful but I felt that we were assigned the approach without adequate time to enter and execute the approach. A contributing factor was that the ATIS did not specify which of the two RNAV approaches were being used. So we had a possibility of being assigned any of the three approaches to RWY 35R with a late clearance.




Synopsis: B757 Captain reported refusing a last-minute clearance for the RNAV (RNP) Z RWY 35R at DEN; stating ATC allowed insufficient time to prepare for the procedure.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Captain and pilot monitoring operating. The flight was operating on time and there were thunderstorms in the area. We were cleared for takeoff. The First Officer advanced the thrust for takeoff; the engines spooled up normally and I called set. Then the First Officer clearly stated the requirement for full left rudder and around 80 knots repeated statement.At that time I lightly felt the rudder deflection and some modulating and or braking of the aircraft. I felt the takeoff was unsafe to continue and rejected the takeoff. We safely stopped the aircraft and the First Officer notified the Tower that we had rejected for possible flight control problems and did not need assistance at that time. We taxied to the ramp and were ultimately towed to the gate due to brake malfunctions.




Synopsis: B737 Captain reported an anti-skid malfunction during takeoff roll and elected to reject the takeoff.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I purchased and had installed a Garmin G5 Electronic Flight Instrument. Although the system has an altimeter with Kollsman window; the existing altimeter must be retained per STC. During preflight (and following the checklist) I set the altimeter to current conditions/altitude on the old altimeter and forgot to set the one on the G5. The systems are not slaved and due to improper settings; the G5 read a couple hundred feet low.Because I have only flown with the G5 a couple of times; I used the older altimeter for takeoff. Once out of the pattern and on cruise; I started using the G5 and climbed to 3400 ft; leveled off; and set the altitude hold on the auto pilot. This would have kept me outside the Bravo which was 3500/10000 in my location. I was notified by ATC that I was in the Bravo. Looking at the both altimeters I saw (and then remembered) the G5 had the incorrect barometric pressure setting. I entered the correct setting (which caused the G5 to read 3600); descended below the bravo; and continued my flight without incident.




Synopsis: PA28 pilot reported penetrating class B airspace due to an incorrect setting on his new Garmin G5 electronic flight instrument display.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Elevator
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: During the walk around after the inbound flight my First Officer (FO) noticed a static wick missing on the elevator. After calling Maintenance it was determined it could not be deferred. Maintenance was called out and upon further inspection there was damage found on top of the elevator caused by a suspected lightning strike. Since the damage was on top of the elevator the only indication was the missing static wick. The weather on the day of operation was clear so it stands to reason the strike happened before we had accepted the aircraft. I flew 3 legs before the damage was found. My first FO on the first turn missed the damage and during the third walk around is when my second FO noticed the missing wick.The event occurred before we had accepted the aircraft but we failed to notice the missing wick as well. When the strike occurred is unknown. Wick wasn't found to be missing until my second FO found it. A more thorough walk around is the only way to prevent this from occurring again. It's obvious that my 2 FO's weren't the first two to miss it since the strike had to happen sometime during the previous days. My second FO found the problem and although he didn't find it on the first leg he did come across the damage and reported it to me once it was noticed. I'm certain that this has taught him a valuable lesson as it has me and for it we will be far more detailed in the future.


Second narrative: Noticed a missing static wick during preflight and advised the Captain. Weather was clear and a million. Maintenance later determined there had been a lightning strike (not during our flight). Airplane was grounded and flight rescheduled. Undetected during first [walk around] inspection. Maintenance also missed it; as there was a service check that morning and no thunderstorms anywhere near.


Synopsis: CRJ200 flight crew describes the discovery of a missing static wick on the elevator after the aircraft had flown several legs that day. Maintenance determines that the wick is not deferrable and inspection reveals a lightning strike to the topside of the elevator.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Original First Officer (FO) called out from the trip. I was assigned a new FO; he informed me that he was low time FO and hasn't flown much during the past few weeks. I took the first leg to ZZZ1; and I let him [have] the leg back from ZZZ1 to ZZZ. He flew really well during the entire flight. We were cleared for the visual approach Runway XXL with great weather. FO did a great job during the approach and he was properly configured and stable at all times. It looked like he was going to have a great landing because he was doing everything by the book. Unfortunately; when it came time to do the flare he barely flared and took the power out a bit too quickly and the main landing gears made contact with the runway firmer than normal. Everything happened too quick; I saw him initially starting to flare but then at the end he let the nose drop a bit and the mains contacted the runway. I didn't get a chance to note the VSI at the time. As soon as we arrived at the gate I called Maintenance and informed them of that I was writing the aircraft for a possible hard landing with minimal flare. We originally had a plane swap; while on the swap I grabbed some dinner. And eventually received a call from the Chief Pilot confirming that there was damage to main landing gear and he wanted to hear from me what had happened. I explained to the Chief Pilot what had happened; and Chief Pilot took notes and said to follow up with an Ops report.A firmer landing than normal due to minimal flare that caused the main landing gears to come into contact with the runway quicker than normal due to minimal flare. FO barely flared during a visual approach at Runway XXL in ZZZ that ended up causing a hard landing situation.[Reporter recommends] possibly rotate brand new FO's and make them fly more often. FO informed me he had not flown in a while and was still low time FO. He did a great job on our leg to ZZZ1 as Pilot Monitoring (PM); and then a great job on his leg from ZZZ1 to ZZZ until his landing flare where everything happened to quick and he ended up barely flaring and making contact with the main landing gear a bit firmer than usual; which prompted me to write up the landing.




Synopsis: CRJ-900 Captain reported new low time First Officer assigned mid trip experienced a hard landing.
Date: 201602
Local time of day: 1201-1800
Location: HUM.Airport, LA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E MSY
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruise at 5500 feet and I experienced total electrical failure; all instruments; transponder; lights; flaps and landing gear inoperable. I texted my son and gave him the phone number of the Houma-Terrebonne (HUM) tower to call and tell the Tower I was NORDO and no electrical. I have memorized the HUM tower phone number. I texted him to call them and tell them I would arrive and needed a light signal to land at their Class D airport. I would try to call the tower as I was closer but did not know if I could understand them on the cell phone by voice. I probably violated the airspace of Class B MSY for the encoder/transponder veil. Also I learned later that HUM tower did call the MSY approach controller to tell him he would have primary target only as I was totally no electrical. I lowered the landing gear manually; called the HUM tower by telephone and received a verbal clearance to land and taxi to the ramp. No problems; no damage; no injuries; no traffic conflicts. All is ok except I violated the encoder veil because of no electrical power.




Synopsis: C310 pilot reported a total electrical failure inbound to HUM that resulted in an MSY mode C veil transponder violation.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Just after door closed; Passenger X came back and asked to use the restroom.  He said that he was about to start coughing.  Once inside the lav; we (myself and other passengers) could hear him coughing so hard that he was gagging.  2 passengers expressed concern.  When he came out; I asked if he was feeling alright.  He told me that it was just allergies and he didn't want to start coughing in front of everyone.  Twice; during taxi; I had to ask him to put his mask back on. (Note: if someone is eating or drinking; I leave them alone.  But he was reading and/or digging through his bags.)  In flight; as soon as I went upfront; we went into the lav again after 2 more lav visits; I went back and asked him again if he was alright.  He told me that he 'Wasn't feeling well;' but that it was because he hadn't eaten breakfast. We provided everyone with snack bags and I kept an eye on him.  After several more lav trips; I called the PIC and informed him of what was going on.  The PIC asked us if we had a way of taking his temp. We said no and suggested he call for a [customer service agent] to meet the flight.  Throughout the flight; Passenger X came back to use the restroom a total of 5 times and had to be told 3 times to; please; put his mask back on.  Just after we had taken our seats for landing; he came back for a 6th time and asked me to move so that he could use the restroom.  I told him that we were about to land and that he needed to return to his seat.  He wasn't happy; but complied.  After arriving at the gate; he came back to use the lav again.  The PIC called and asked if we (the FAs) would ask him to stay seated until everyone else had deplaned so someone to talk with him.  I asked him and he was very unhappy and agreed while yanking off his mask. I must have looked surprised because; after looking back at my face; he quickly put his mask back on.  He deplaned last and a [customer service agent] was there to meet him.  The other FA informed me that; when he first boarded the plane; he had immediately used the forward restroom.  That totaled 9 trips to the lav in 1.5-2 hrs and many requests to keep his mask on.




Synopsis: Flight Attendant reported a passenger using the restroom numerous times; coughing and having to constantly be reminded to wear a mask.