elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 0601-1200
Location: RCM.Airport, MO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZKC
ATC / advisory: CTAF RCM
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Runway 01/19 was closed by a NOTAM for lawnmowing. I was conducting a training flight practicing landings on Runway 14. My student and I back-taxied Runway 14 for departure. My student made a departure radio call 'Skyhaven traffic Aircraft X departing Runway 14 Skyhaven traffic' The aircraft was lined up with centerline and the runway was clear of obstructions. My student applied full power and we started the takeoff roll. Approximately 4-500 feet or 2-3 centerline stripes into our takeoff roll and at an airspeed of 50 MPH I noticed a lawnmower about to cross the runway. The lawnmower now on the runway; I said out loud to my student 'abort takeoff; power idle; max braking'. My student performed an aborted takeoff and we were able to stop before reaching the lawnmower by roughly 700 feet. I then radioed to line service at the airport and informed them of the runway incursion incident. I believe this incident was caused by the lack of airport supervision of the lawn care company that is not familiar with airport operations. Neither lawnmower that was operating near the runways had any type of flag or amber flashing beacon so it was hard to see until the lawnmower was on the actual runway. I believe better Airport Manager supervision of the lawn care crew and/or airport operations training for the lawn care crew; and orange/white flags with amber beacons on the lawnmowers would increase the visibility all helping to prevent a future incident.




Synopsis: Flight Instructor on training flight reports lawnmower incursion on active runway.
Date: 201506
Location: ZZZ.ARTCC, US
Aircraft: B757 Undifferentiated or Other Model
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: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL300. Cabin pressure climbed to 10;000 feet. Diverted after [requesting a] clearance to a lower altitude. Ran proper checklists. After landing found out heat exchanger failed at weld point. No injuries. Overweight landing uneventful.




Synopsis: B757 FO reported loss of cabin pressure that led to a decision to divert. After landing a failed heat exchanger was found.
Date: 202011
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other Preflight planning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The procedure for screening crewmembers at ZZZ KCM [Known Crew Members] allows for social distancing; if the crewmembers follow it; right up to the actual point of screening.  There are 2 screeners/podiums; which is great and efficient; but they are located within inches of each other.  The screeners keep waving people forward to move the line; but this requires standing within a few inches of the person you were just trying to distance from.When I mentioned this to the screener he offered to send me back into the line; which I declined.




Synopsis: Air carrier Captain reported social distancing concerns during TSA screening.
Date: 201404
Local time of day: 1801-2400
Location: ZME.ARTCC, TN
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZME
ATC / advisory: Center ZME
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Taxiing out in BNA; we were given an ATC reroute for our flight. Our new route was to fly the TIPPN 1 to BRXTN then SZW... When I loaded the route; I loaded SWZ instead of SZW. When we crossed BRXTN; the plane began to turn left. We immediately recognized the beginning of a problem; selected heading; and started turning south. We asked Memphis Center for a vector toward SEMINOLE [SZW]. The Controller told us to fly 180 degrees. He then told us to fly 160 degrees and proceed direct to SEMINOLE when able. He then asked the reason for the navigation issue. We were not sure at that time; but quickly realized that SWZ had been loaded instead of SZW. Both crew members should confirm reroute entries. While we both knew what was being input; I should have confirmed the route distance with the Captain. We were in a -300 so did not have a magenta line to notice the error. A magenta line would have been a sure indicator of a route problem.




Synopsis: B737-300 First Officer reports entering SWZ instead of SZW resulting in a track deviation. The entry was part of a reroute clearance that was entered during taxi and not checked.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Fog; 1
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Confusion; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While on an ILS approach in IMC; I was advised that I was drifting left of course. When I changed the flight director heading; there was no response. The autopilot had disconnected. By this time I was in a descent; off course and in a 60 degree bank. After leveling the plane; I corrected the descent and climbed back to altitude. The Controller did a fantastic job vectoring us back to the airport until we had visual contact; we landed safely; parked; and kissed the ground. Dense fog was drifting through the area; I would guess the ceiling to be about 700 at that time.I believe a contributing factor was the lack of situational awareness once I realized the autopilot was off. The fog moving through the area lowered the ceiling and visibility to below what I was expecting; the sky conditions had been improving and I was anticipating a lot better visibility upon arrival. I should have been more prepared to handle the conditions that developed.




Synopsis: A C414 autopilot disconnected during an IMC approach and after ATC questioned the pilot's heading he recovered from a 60 degree bank descending turn and returned to land safely.
Date: 202110
Local time of day: 1201-1800
Location: IND.TRACON, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZID
ATC / advisory: TRACON IND
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Environment - Non Weather Related

Narrative: Unreported tower approximately .7nm from approach end of runway 7 at MQJ; [Indianapolis Regional Airport]. Best guess is 300 feet left of centerline and approximately 300 feet tall. Tower is painted red and white striped; but not reported on any NOTAM. No traffic conflict; just tower.




Synopsis: Pilot reported a 300 foot tower; 0.7nm off the approach end of Runway 7 at MQJ is not depicted on the VFR Chart and is not reported on a NOTAM.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aileron flight control abnormality during departure from ZZZ. Upon lift off I felt a slight 'catch' in aileron controls. Decided to do precautionary landing; advised tower and stayed in traffic pattern for runway 16 landing without incident.




Synopsis: Captain of a Learjet-31A aircraft reports he felt a slight 'catch' in the aileron controls during departure lift-off. Concerns for possible flight controls binding; pilot decides to do a precautionary return to field.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-200 Seneca I
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Regarding the fire incident this morning with Aircraft X at ZZZ; here are the facts. I was with my instructor. I was told Aircraft X was out of maintenance and assigned to me. Did the pre-flight and everything seemed normal. Pre-flight and final walk around was checked by [Instructor]. The plan for this lesson was to practice landings. We taxi to Runway XXR; did the run up; after it; we were cleared for takeoff to do a close traffic. Took off; did the first pattern and landed. Exit Runway XXR at Taxiway X. Then I requested Ground Control taxi back to Runway XXR. When we were holding short Runway XXR at Taxiway B; I was doing pre-takeoff checklist when I noticed smoke coming from the right engine cowling. Then the first thing I did was kill the right mixture. My instructor saw the smoke and we shut down everything; including fuel selectors; and electrical. We exited the aircraft and stayed away from it. Because it was a fire we acted quickly and couldn't advise ATC.




Synopsis: PA-34 student pilot reported encountering an engine fire while taxiing for takeoff; resulting in the student and instructor evacuating the aircraft.
Date: 201309
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Physiological - Other; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Captain flying. VMC. Takeoff on Runway 28 with right steady crosswind.  [We were the] 3rd aircraft to takeoff of 28 while Runway 32L was also in use for takeoff-departure.  Normal takeoff roll.  On rotation at intersection of 28/32L; at 5-10 FT AGL; severe right crosswind gust.  No gusts reported in ATIS.  I suspect gust was from takeoff thrust of aircraft that was on 32L.  I noticed aircraft in position during my takeoff roll. I did not hear his takeoff clearance; suspect different frequencies (unsure).  While still flat at initial rotation at 5-10 FT; there was a noticeable and uncomfortable gust that I was able to control.  Gust/skid was uncomfortable & noticed by the First Officer; Pilot Monitoring.  Aircraft displacement off centerline (airborne) at time of event.  It felt like the aircraft was skidding right to left at 5 ft AGL.  It did not feel like a regular gust; and no other gusts were encountered on climbout.[I suggest] do not clear aircraft for takeoff from 32L while aircraft take off on 28.




Synopsis: A B737-800 took off on ORD Runway 28 and at rotation was displaced about 5 feet by the thrust of an aircraft taking off from Runway 32L.
Date: 201211
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: 1;000 foot altitude deviation. The SID had an altitude of 8;000 feet. During the preflight we saw that the altitude window was set for 10;000 feet. I thought the First Officer set 10;000 feet and he thought I set 10;000 feet. We both failed to take the time to read the SID carefully. Bottom line....it's our fault; we weren't very careful in our cockpit preflight. I need to be more careful to follow the checklist and read the SID. This onion had a few layers of protection that were missing. It's my fault; but I would like to mention that when I checked in with Departure after takeoff; I said 'Callsign...climbing through 2;400 for 10;000.' Usually ATC would question that...not today. The ACARS PDC clearance usually has an altitude on it ....not today. The previous crew usually leaves an obviously wrong altitude in the FMA window....not today. In summary; I need to step it up and not miss things on the preflight.




Synopsis: MD82 Captain detailed the factors that contributed to both crew members missing the wrong altitude set in the altitude window which resulted in an altitude deviation on a SID.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
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: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to Equal Time Point (ETP) we had about a 1;200 pound fuel imbalance; right side low; so we cross fed. Then shortly after that we noticed that the right side was getting low again. About 2 minutes prior to ETP we got the FMC message; FUEL QTY ERROR-PROG 2 [and] we noticed the difference between totalizer and calculated on the FMC was about 3;000 LBS which happened really fast. QRH has you go to the ENGINE FUEL LEAK checklist. Part of this checklist states; if you have a fuel imbalance of 1;000 pounds or more within a 30 minute time frame; you should assume that you have a leak and you should shut down that engine. We had 800 pounds in 30 minutes. I had [the First Officer] go back to see if he could see a leak; he said maybe a little mist; but couldn't tell if it was just a faint contrail; he said other side looked about the same. The imbalance stabilized at around 1;500 to 1;700 pounds and fuel at destination continued to show 16.3. Fuel remaining was decreasing also; but not real dramatically. At our last waypoint we were -1.8. We started our descent into [destination]; and while descending; the imbalance started to increase again; the difference was about 3;200 pounds at one point.Right after parking and shutting down the engines; the flight attendant called to tell us that there was a heavy fuel smell coming from the back. Maintenance came up to the cockpit and told us that there was a bunch of fuel coming out of our right engine. We went down to take a look and one of the ramp guys came over to tell us that as we were taxiing in; he noticed a bunch of liquid coming from our right engine; but thought it just might be condensation. He said the fuel leak stopped once we shut the engine down. Fuel leak; right engine.




Synopsis: B767-300 Captain reported a fuel imbalance and FMC message FUEL QTY ERROR-PROG 2 on a trans-oceanic flight. After parking at the gate; ramp personnel reported a significant fuel leak from the right engine.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the preflight; I had a jumpseater come to the cockpit and ask to ride in the jumpseat to our destination. This was my first time having someone occupy the jumpseat in over a year due to Covid; and this was my first experience with an Additional Crew Member (ACM) in the auto-closeout passenger counts. The First Officer performed the W&B and Takeoff calculations. Neither of us noticed that the jumpseater was missing from the ACM data that was pushed to us from the gate agent. As a result; we took off with an improper W&B and Takeoff performance calculation. During the climbout I realized I didn't double check the W&B for the ACM before departure and found the ACM was missing. I was chatting with the jumpseater and did not double check the First Officer's work to make sure the jumpseater had been added into the W&B. I should have remained focused and double checked the W&B for the ACM.


Second narrative: Full flight with jumpseat access granted from gate agent; jumpseat would be occupied. Received auto closeout thinking everything was taken care of including ACM in jumpseat. After departure; the Captain asked if the takeoff data included the ACM; after review; it did not. Cause of this event was being in the mindset that passenger auto closeout took care of all people loading considerations without double checking that the ACM was included. Recurrence of the event can be prevented by verifying ACM is included when they are occupying jumpseat instead of relying on auto closeout.


Synopsis: CRJ-200 flight crew reported failing to include the jumpseater in the weight and balance calculations.