elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Location: SAN.Tower, CA
Flight conditions: VMC
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 SAN
ATC / advisory: Tower SAN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: We received a TCAS RA at roughly 1000 ft. on the visual approach to Runway 27 at SAN. The traffic alert started and I noticed a target off to my 10 o clock at 300 ft. low. Almost immediately after the TA we received a Resolution Advisory. The RA instructed us to 'climb; climb'. This RA was followed by another instruction to 'increase climb; increase climb'. We initiated the climb maneuver immediately after the first instruction and increased our climb after the second instruction. Once we were clear of the conflict we initiated a go-around maneuver. At the point Lindbergh Tower told us to turn left to approximately 220 and climb to 2;500 ft. Tower said she had both us and the conflict traffic in sight and it was no factor. Tower said it was a Navy T-34 landing at North Island NAS. We were vectored back around to another visual approach. After landing the Captain called the Tower to discuss what happened. On speaker phone; we were told this is a known issue and there are multiple traffic alerts due to the traffic pattern flown at North Island. We were told the T-34 wasn't actually a factor; but since it does not have a proper transponder to give our transponder conflict information; our transponder errors on the side of caution and gives us an RA. We were told the traffic pattern at North Island has the aircraft pointed directly at us on our short final while they are on a base turn. So the transponder thinks they are headed directly at us and doesn't realize they will be turning final at North Island before there is a mid-air. I feel this is something we should be advised about. It is not very often that we receive secondary advisories on a TCAS RA. At the time I felt we were very close to a mid-air and it was unsettling to me. If this is in fact all true and the normal procedure; then we should be notified with an ATC traffic advisory or a staggered approach to avoid this from happening.




Synopsis: B737 First Officer reported experiencing a TCAS Resolution Advisory which resulted in a Go-Around from his approach to Runway 27 at San Diego.
Date: 201706
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Second aircraft: Large Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Company Policy
Primary problem: Company Policy

Narrative: Our call sign was Air Carrier XYXX. Approximately one hour into the flight at cruise altitude; both the Captain and the First Officer heard ATC clear us to descend to 35;000 feet. The Captain repeated the clearance to ATC and the First Officer set 35;000 feet into the mode control panel and confirmed the new altitude with the Captain before starting the descent. As the aircraft descended through 35;300 feet ATC told us that we had accepted a clearance intended for Air Carrier XXXX and told us to climb back to 36;000 feet. ATC then told us that Air Carrier XXXX was on frequency and had a similar sounding call sign. The rest of the flight and landing was uneventful.


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


Synopsis: Air carrier flight crew reported taking a clearance intended for a different aircraft with a similar sounding callsign.
Date: 201910
Local time of day: 0001-0600
Location: IAH.Airport, TX
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On preflight; First Officer found #1 engine IDG (Integrated Drive Generator) service door open. He observed looking glass for IDG to be empty of fluid. No write up was in book. Maintenance was contacted and responded that they found that the previous shift had started inspection; intended to fill fluid; and then left. Fluid was refilled and door secured. Maintenance Technician responded that only Transport Workers Union techs were now on duty and that the previous techs were International Association of Machinists and had left fluid unserviced. I found this statement rather disturbing.Inattention to detail and lack of documentationFollow maintenance card or document in logbook for next shift.




Synopsis: B737 flight crew reported that the Integrated Drive Generator had not been filled with fluid; resulting in a maintenance action.
Date: 201704
Local time of day: 1201-1800
Location: HWD.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Embraer Legacy 450/500
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground HWD
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: I was cleared to taxi to Runway 28L via 'Z and Z1'. Using the Jeppesen taxi chart I verified the taxi route and taxied to the runway. Enroute; I noticed what appeared to be an 'IFR' hold short line. Since IFR operations were not in effect I taxied past the line. I was immediately instructed by ground control to stop; and complied.Just prior to takeoff clearance I was given a phone number and directed to call back to the tower after I landed. Upon landing I contacted the tower and was directed to provide my name; address; phone number and certificate number. When I asked if a violation was coming I was told that I 'would probably get a warning letter because this happens all the time'. I suggested that if 'this happens all the time' it is not just a pilot issue but also an airport issue; pilots don't intentionally violate rules. There should be a sign near the hold short line to make it obvious; so pilots don't miss it. The Jeppesen taxi chart does not show a hold short line for taxiway Z1; but does show one for taxiway A1; on the other side of the runway. The hold short line for a1 is a hotspot with an explanation. The same needs to be done for the hold short on taxiway Z1.




Synopsis: EMB500 Captain reported passing the IFR hold short line when IFR operations were not occurring. Once passed the line the Ground Controller told him he would receive a pilot deviation for crossing the line.
Date: 201504
Location: MDPC.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON MDPC
Aircraft component: GPWS
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Concerning a GPWS event which occurred as we descended toward MDPC. We were in level flight with the TERR button pushed. Nothing was indicated on the screen. We got a Terrain Pull up call. We did it 1.5 G to 5;000 feet and continued on to MDPC for a normal landing.




Synopsis: An A319 Captain reported taking evasive action to an EGPWS alert level at 5;000 feet preparing for an approach to MDPC/PUJ Runway 9. The NAVIGATIONAL TERRAIN Display did not activate.
Date: 202008
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Human Factors

Narrative: ATC was working multiple frequencies; and was task overloaded. At XA:30 Local time with heavy thunderstorm activity I need to be able to effectively communicate with my Controller. This was not possible today. Controller staffing needs to be returned to a safe level. We deserve that layer of Safety and Service.




Synopsis: Air carrier Captain reported not being able to talk to ATC due to Controller working multiple frequencies and being task overloaded.
Date: 201606
Local time of day: 1201-1800
Location: MAZ.Airport, PR
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF MAZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Multiply bird strikes during takeoff from Mayaguez airport in San Juan Puerto Rico. Cut grass and maintain airfield condition.


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


Synopsis: Air taxi flight crew reported a bird strike while taking off from MAZ. They indicated that the bird hazard at this airport is significant and needs to be mitigated.
Date: 202101
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
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: During cruise flight; the Purser called to advise that the passenger seated in X was not complying with established face mask policy. Per the flight attendants; the passenger was tearing layers of the mask away. The flight attendants offered a new face mask from onboard PPE provisions but the customer refused. The Purser advised multiple de-escalation attempts were made along with the flight deck making a PA.  The Purser advised that non-compliance continued and; ultimately; the operations center was advised. A customer service representative was requested to meet the flight after coordination with the Inflight crew and operations center security. Purser advised that a FA a report would be submitted for this event.




Synopsis: Air carrier Captain reported passenger was not compliant with face mask policy during flight.
Date: 201705
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ONT
Second aircraft: Widebody Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: Our aircraft was pushed onto Taxiway Golf (G) tail east. We requested to taxi via G and N to runway 26R due to light poles on left side of aircraft. Upon taxi out the FO noticed that there is not ample room for the aircraft to pass behind a widebody aircraft parked on the hardstand just right of Terminal 1. I advised the Captain to make a hard left to avoid striking the tail of the widebody aircraft with the right wing of our aircraft. Had the Captain not turned left of center line the right wing would have struck the widebody aircraft. There was approximately 15 feet of overhang from the right wing to the non-movement line. There is simply not enough room for our widebody to pass behind any aircraft when taxiing west on Golf. However; due to light poles on the ramp our aircraft cannot taxi east or south on Golf. I was told they know there is not enough room but the pilots can just taxi far left of center. I informed them of the dangers of doing this. Apparently; if they park our aircraft on the other side of the airport where there is plenty of space; they have issue with catering; fueling; and boarding flights.  I would recommend restricting taxiway Golf (G) to aircraft with shorter wingspan or not allowing another aircraft to park at Terminal 1 if we have a widebody adjacent to it.




Synopsis: Widebody turbojet First Officer reported insufficient room to taxi on Taxiway Golf if there is another aircraft on the hardstand adjacent to Terminal 1 at ONT.
Date: 201707
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Tire
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Communication Breakdown; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received phone call from flight dispatch manager after shift about issue with flight I released but was not airborne at the time of my shift end. Flight dispatch manager notified me that flight released with an MEL for Left Recirculation Fan. This MEL restricts the AFT cargo bin from being loaded. Dispatcher who relieved me received phone call from load planning supervisor who notified that the aft cargo bin was loaded in ZZZ. The flight was en route by the time this was discovered. Dispatch notified flight crew of situation and flight dispatch manager. Relief dispatcher also notified me of the event.


Second narrative: MEL in for inop reciprocating fan. There was a second MEL for a inoperable hydraulic pump. First Officer (FO) and I went over the items for flight crew (pilots) for both MEL. It took almost 30 minutes to read the MEL items aloud and discuss all the parameters. During the cruise portion of the flight; dispatch sent a note that the aft cargo compartment was not empty as required by the MEL. On the ground; I did not call load planning and inform them of the restriction. Totally my fault.


Synopsis: B757 flight was released with an MEL for Left Recirculation Fan Inoperative; which restricts the AFT cargo bin from being loaded. Dispatcher received phone call from station's Load Planning Supervisor notifying that the aft cargo bin was had been loaded and the crew advised while en route.
Date: 201209
Local time of day: 0001-0600
Location: ABQ.Airport, NM
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ABQ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airport; Human Factors
Primary problem: Ambiguous

Narrative: [We were] cleared to taxi to Runway 08 via Taxiway G. On Taxiway E1; called ready and was cleared for takeoff; but I believe we crossed the hold short line prior to takeoff clearance; although we were short of the actual runway. E1 Intersection is designated Hot Spot 1. I called out the hold short line approaching the Runway 12; red lighted hold short sign and the pilot not flying confirmed we were cleared to Runway 08; and I proceeded across. Neither of us saw a marking for Runway 08 hold short. In retrospect; I am thinking the hold short lines for Runway 12 and Runway 08 were perhaps one in the same. If so; this was not clear to either of us. Runway 12 runway lights were off. And there was construction in the Taxiway E1 area. These may have been contributing factors.


Second narrative: Neither of us ever remember seeing an indication that the hold short bars were for both runways. The intersection is very confusing between G and E1.


Synopsis: A flight crew realized that they crossed the common hold short line for ABQ Runways 08/26 and 12/30 on Taxiway E1 after they were cleared to takeoff on Runway 08. The hold line is unexpectedly distant from the Runway.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Other Fire Extinguishing System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During cruise at FL320 we got a brief Avionics Smoke indication that lasted approximately 3-5 seconds and extinguished. Following that indication approximately 2 minutes later the indication occurred a second time and remained indicated. We complied with the ECAM and QRH. Despite no visible smoke or smell we treated the indication as a valid indication and donned O2 masks and requested priority handling. We proceeded to ZZZ and landed on RWY XY. Fire trucks found no fire indication and we proceeded to taxi into [the gate]. Maintenance indicated after block in that the aircraft had suffered water intrusion days earlier and that they believed something in the avionics bay possibly shorted out causing the Avionics Smoke indication.




Synopsis: A300 Captain reported an AVIONICS SMOKE alert that lasted 2 minutes during cruise. The Captain requested priority handling to their destination airport.