elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Other Park post-arrival
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Original assignment was dead head to DEN then fly DEN to ZZZ. The deadhead flight was maintenance delayed until midday; no rest hotel provided. Assigned to a later flight for dead head to Denver. Subsequent aircraft to Denver was delayed resulting in a Crew Critical Off-time (CCO) issue. Reassigned to fly afternoon flight to ZZZ1 and return to ZZZ2 same day.Also; I was advised the ZZZ2 overnight was an RON layover. (ZZZ2 based) Newly assigned flight to ZZZ was delayed; and also was delayed further by insufficient staff to up load aircraft. APU would not start. Customers sat on aircraft for more than an hour; resulting in a Passenger altercation event in the cabin. Captain and lead attendant made futile attempts to move the situation along. Finally; the air bridge was returned for the XXX and other supervisor to board. Flight was re-closed after resolution of the passenger issue. Another delay then occurred because the push crew was understaffed. Flight sat on the gate for a total of two hours total awaiting for ground services. Upon arrival at ZZZ; ATC assigned us a go around; causing another delay.Finally arrived at ZZZ2 late evening. The First Officer FO had started his day later and noticed he was worn out from that day. Next day assignment was scheduled for ZZZ2 to ZZZ3; then a (XA:30 hours) dead head (middle seat) ZZZ3 to ZZZ4 all in the same day; with morning departure to ZZZ5 (XK:30 hours).Was too tired to safely complete a schedule that was unusually grueling; because the first day had unusual wait times; excessive delays; reassignments; operational issues; land lack of a rest area provided.




Synopsis: B757 Captain reported refusing a flight assignment because of fatigue.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 8
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ2
ATC / advisory: TRACON ZZZZ1
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Workload; Troubleshooting; Situational Awareness; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After departing ZZZ1 for ZZZ2; my alternator failed; so I turned off non-essential electrical items and tried to fly as directly as possible to ZZZ2 to conserve battery power so I could contact ATC at ZZZ2. In attempting to fly a direct course; I may have penetrated the southwest corner of ZZZ Class D without establishing contact with the Control Tower. This Class D has a keyhole shape; and I may have penetrated the very corner. If I was in Delta; it would have only been about one minute as I turned left to ensure I did not remain in Delta. Dealing with the electrical problems kept me from giving a wider berth to Class Delta.




Synopsis: PA-28 Pilot reported loss of alternator during flight and entered Class D airspace without two-way communications.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: At cruise amber alert R forward window heat. Completed checklist. The outer window pane shattered. Called Dispatch and Maintenance. Diverted to ZZZ. Picked up another aircraft and continued to ZZZZ.Cause: window heat failure.


Second narrative: I was the Relief Pilot on break when I was asked to go to the cockpit by the A FA. He had received this request from the cockpit. The right front outer windshield pane was cracked/shattered. The Captain and First Officer coordinated with Dispatch and we continued to ZZZ where we landed on Runway XXR without incident. The passengers and crew disembarked the aircraft without incident and proceeded to an adjacent gate from which the flight to destination was continued.Possible maintenance issue as the airplane was recently in storage (parked) at I believe ZZZ1.Ensure aircraft storage is performed at a base where inclement weather - especially heavy rain - is unlikely to occur.


Synopsis: Air carrier flight crew reported that an outer windshield pane shattered during cruise following a window heat failure.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Other Tailwheel
Human factors: Troubleshooting; Distraction; Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying Aircraft X.  The aircraft had its Navigation lights; rotating beacon; wingtip strobes and Landing/Taxi Lights activated at the time of the incident.  There was 1 passenger on board.  I was in the pattern for runway XX at ZZZ. Before turning base; I made a radio call on CTAF that 'Cessna Cardinal is turning base for Runway XX at ZZZ'. While turning base I observed a cargo van with an amber flashing light on the roof entering the airport from an access road onto Taxiway Charlie. I made another radio call on CTAF 'a Cessna Cardinal is turning final Runway XX touch and go ZZZ.'  The van proceeded on Taxiway Charlie to Taxiway Alpha.  As the van turn on to Taxiway Alpha; I made another radio call on CTAF 'Cardinal short final Runway XX; ZZZ.'  The aircraft was at about 50 feet AGL about to across the runway threshold when I made that radio call.  I touched down at about the 1;000 foot marks.  I observed the van slow down near the hold short lines for the intersection of Taxiway Alpha and Runway YY/XX.  As I was rolling out passing Taxiway Delta; the van accelerated across Runway YY/XX.  I applied heavy braking to slow the closing distance between my aircraft and the van.  The van was approximately 600 feet in front of me when it crossed the runway.  The van never made any radio calls while on the airport property.  When able I exited the runway on taxiway Alpha to the FBO.  I shutdown at the FBO and advised the Airport manager of the incident.




Synopsis: GA pilot reported having to provide heavy braking to avoid a van crossing the runway they were landing on at a non-towered airport.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [After takeoff] at approximately 100 FT AGL engine began to run noticeably rough; but maintained partial power. [I] immediately advised Tower that [I] was landing with a rough running engine. [I] was cleared to land XXR. [Corporate jet] on final for XXR was advised to prepare for possible go-around. Was able to land XXR and clear under power without further incident. [Corporate jet] was advised runway was clear and landed without incident. [I] taxied under power to parking spot for further investigation. [I] called Tower who advised that it was a non-reportable incident. Incident reaffirms wisdom of always briefing a departure emergency plan.




Synopsis: PA-12-150 pilot reported a rough running engine early in the climb and returned to land at the departure airport.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft pushed off gate without final hazardous cargo manifest. Delayed taxi until manifest received.




Synopsis: B777 Captain reported missing Final Hazmat Cargo Manifest during pushback for departure.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise check PM noticed an Abnormal Cabin Pressurization indication at 16;000 feet based on Cabin Altitude versus differential pressure chart; MEL BOOK (Section X; Page X). At the moment Cabin Altitude was indicating 4;400 feet; Cabin Rate 700; Delta P 7.1 crew observed for about 1 minute and noticed that cabin altitude continued to rise up to 5;900 feet. Captain immediately requested lower (10;000 feet) and informed ATC about the situation. At 10;000 feet the cabin altitude remained steady 5;500 feet and Cabin Rate indicated 0. Crew followed QRH procedure (PRESSURIZATION AUTO SYSTEM FAILURE/CABIN DEPRESSURIZATION/CABIN RATE ABNORMAL FLUCTUATIONS). ACARS was INOP. Captain contacted Dispatcher through AIRINC notified about the issue. Crew and Dispatcher agreed to stay at 10;000 feet. Crew had terrain mode selected all time for situational awareness. Also; FA was notified about the problem.  The entire flight we were VMC. Crew landed in ZZZ. At the gate Captain wrote up the problem; and contacted Maintenance.




Synopsis: EMB-145 First Officer reported cabin altitude was uncontrollable and the flight crew elected to request an immediate descent. The flight continued to destination airport at a reduced altitude.
Date: 201702
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; 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; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Aircraft X departed ZZZ on the TERPZ6 OTTTO transition. Aircraft X checks in 'OUT OF 2000 FOR 4000 VIA THE TERPZ6'. Aircraft X is radar identified and instructed to 'CLIMB VIA THE TERPZ6 DEPARTURE'. The top charted altitude for the OTTTO transition is 17000 feet; but Aircraft X levels off at 4000 feet. The controller notices Aircraft X level off and instructs him that he should be climbing to 17000 feet. The aircraft replies 'WELL THEN YOU WOULD HAVE TO CLEAR ME TO THAT; RIGHT?' The controller begins to explain that the 'CLIMB VIA' instruction from departure deletes the 4000 foot exception that the tower issues the aircraft. The pilot is clearly confused since there is a crossing altitude at FOXHL of at or Above 17000 feet. The pilot states 'HE HAS NEVER HEARD OF THAT BEFORE' and later says 'HE DOESN'T UNDERSTAND THAT AT ALL; THE CROSSING ALTITUDE IS AT OR ABOVE SEVENTEEN; and YOU HAVE TO CLEAR ME THERE FIRST'. At this point; other pilots begin chiming in on frequency telling Aircraft X where he can find the top altitude listed on his chart; and no other pilots were questioning the CLIMB VIA instruction. Meanwhile; the controller is moderately busy; working combined positions; with ZNY calling on the line; and the controller has been informed of an ELT in her area. Work load is high and moderately complex. This is the absolute worst time to answer several questions on frequency about a procedure that the pilot was clearly not proficient at. It disrupts scan; causes an unnecessary distraction; and greatly increased frequency congestion. [Air Carrier] pilots have routinely questioned CLIMB VIA instructions off ZZZ. Recommend they develop a training plan to brief pilots flying to ZZZ specifically regarding the TERPZ6 departure.




Synopsis: A TRACON Controller reported an air carrier pilot was not familiar with 'Climb Via' phraseology and leveled at an interim altitude unnecessarily.
Date: 201709
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B NYC
ATC / advisory: Tower LGA
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were being vectored for the approach to Rwy 22 in LGA. We were sequenced behind a [heavy Airbus] that; when pointed out to us; appeared to be at our altitude and at least 3 miles ahead of us. We were at 170 knots; given a final turn to intercept the localizer and cleared for the approach; then swapped to Tower. At 2000 ft; just prior to glideslope intercept; still 170 knots; we experienced significant wake turbulence. The autopilot was engaged; yet the aircraft rolled sharply to the left; about 20-30 [degrees] of bank and then violently to the right; at least 35 [degrees] of bank. The autopilot attempted to recover; however the upset seemed significant enough that I made the decision to disengage the autopilot; and due to our relatively slow speed; increased thrust and held altitude to fly out of the turbulence.Due to the visual conditions; and the fact that we were at glideslope intercept point; we could have continued to land; but we both felt doing so would lead to another wake encounter. Instead we informed Tower that we were going around due to a wake turbulence encounter and requested to be sequenced back in for the approach. I spoke with the FA who informed me that no one had been injured and everyone was fine in the back. Due to the high work load environment; and this reassurance I chose not to make a PA to the passengers. There was more than the required separation behind the [Airbus].


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


Synopsis: CRJ-700 flight crew reported executing a go-around after encountering wake turbulence on approach to LGA in trail of a heavy Airbus.
Date: 201912
Local time of day: 1201-1800
Location: ORD.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Ground ORD
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Ground; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Gate; General Physical Injury / Incapacitation
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: I was told by the FLM (Front Line Manager) that Aircraft X was coming off gate XX and given appropriate taxi instructions by the CPCIT (Career Professional Controller In Training) I was training on OGC. The pilot reported that another aircraft cut them off at the last minute causing the pilot to take evasive action by slamming on brakes. This caused flight attendants in the aircraft to become injured. Due to the departure demand and number of aircraft taxiing around the airport (120 departures and approximately 90 arrivals) it is extremely difficult to make every single traffic call accurately. My CPCIT instructed the aircraft to taxi; and based on her judgment; the pilot had enough time to make it in front of the other aircraft. She did not think speed would be an issue with the other taxiing aircraft. The airlines could spread the departures out throughout the rush a bit more. The demand for 120 departures in 45 minutes is an extremely busy rush; and difficult for any controller to make every single traffic call and get it right every single time.


Second narrative: We pushed off gate XX in ZZZ tail South. We were instructed to taxi North on A. Ground control gave us no instructions to follow or give way to other aircraft. We visually cleared the area prior to taxiing. Almost immediately after we started moving Aircraft Y appeared from behind us and to our left on taxiway A (taxiing Northbound). I immediately called out the conflict and applied the brakes. A flight attendant was injured; so we returned to the gate without further incident.


Synopsis: ORD ATC and A320 flight crew reported that another aircraft cut them off during taxi; causing them to slam on the brakes; which injured a flight attendant.
Date: 201812
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: The new AOA documentation and training lacks details of what we are actually seeing with regards to AOA display; and what they mean to the pilot in terms of aircraft AOA. [Flight Manual] documentation just shows what the AOA display looks like; and if in error shows amber fault. What it does not do is tell us what the numbers mean in relation to the aircraft AOA. What does a six mean? A two? Or any other number?




Synopsis: B737 pilot expressed concern about the lack of detail in the documentation and training for the new Angle of Attack (AOA) system being installed in their aircraft.
Date: 202103
Local time of day: 1201-1800
Location: BDN.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZSE
ATC / advisory: UNICOM BDN
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was instructing student in Aircraft X. We were on right downwind Runway 16 at BDN at 4;500 MSL.Aircraft Y pilot made a position call with him being 'on a 3 mile 45 for right downwind 16.' Shortly after that radio call was heard; my student observed the plane being adjacent 50 feet (+/-20 feet) to me at an angle; forcing me to do an evasive dive.I made a radio call after I made the evasive maneuver; that I will slow down and he can turn downwind.




Synopsis: GA flight instructor reported an NMAC during approach to BDN non-towered airport.