elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Work Refused; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: After takeoff I noticed what I thought was an abnormally high pneumatic duct pressure - 70 PSI. We discussed the condition and looked in the QRH and the Aircraft Operating Manual for guidance. Finding none; I noted the duct pressure at several different altitudes/power settings for a possible logbook write up. Aware that there used to be a procedure for bleeding this duct pressure off by use of the airfoil anti-ice system and that now the procedure doesn't exist I decided to call Maintenance Control for advice prior to making any logbook entries. During those communications I was asked to take the aircraft on the next flight and troubleshoot the system by activating the airfoil anti-ice system. At this point I decided the system was not in proper working order and decided to enter [the discrepancy] into the logbook. Eventually the aircraft was taken out of service for repair/troubleshooting. Another consideration for electing not to troubleshoot the problem on the next leg was that our previous [but no longer published] procedure called for activation of the airfoil anti-ice switch while leaving the crossfeeds closed to drain the pressure build up. This meant that activation of the airfoil anti-ice switch would have activated the system for two and a half minutes; [a period of exposure I deemed to be unacceptable]. Our airline needs to remind Maintenance not to advise or suggest that flight crews do troubleshooting during revenue flights; especially using a procedure that no longer exists. I believe the Technician that I spoke with was well intended in his advice but; nonetheless; doing so was not the proper action given [currently published procedures].




Synopsis: An MD-82 Captain was unwilling to accept the Maintenance request that he fly his next leg in an aircraft displaying symptoms of a pneumatic system problem in order to troubleshoot the system using a no longer current procedure. After landing the aircraft was taken out of service.
Date: 201911
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Airspace Structure; Company Policy
Primary problem: Procedure

Narrative: The adjacent Center Controller descended Aircraft X inside my airspace from 36;000 feet to 35;000 feet without getting control for an altitude change with our sectors. It is a requirement to get control for altitude changes in another Controller's airspace. When this was brought up to the Operations Manager he said that this was not a problem.




Synopsis: ZMP Center Controller reported the adjacent Center sector descended an aircraft without coordination without the Controller that controlled that airspace.
Date: 202011
Local time of day: 1201-1800
Location: MSY.Airport, LA
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MSY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings; Chart Or Publication; Human Factors; Company Policy
Primary problem: Airport

Narrative: [At MSY]; on taxiway E between S [and] F is a lighted and marked wind sock. It appears to be too close to the taxi way for our aircraft. I'm fairly certain we would have hit the wind sock if we had not deviated around it. The ramp is not in use so no obstacles to deviating. I informed the airport through Ground Control and the [company] Station Manager. I strongly recommend an entire airport survey for our aircraft. [Our] aircraft type is going to continue to be used for future flights. I also recommend all future flights specifically check for airport survey's compatibility with our aircraft.




Synopsis: Widebody aircraft Captain reported the wind sock was too close to taxiway and required deviating to avoid hitting it.
Date: 201911
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During pushback; Ramp directed we push back far enough so a heavy jet could enter the ramp and proceed to the gate. As we were pushing back; not yet in place; both my FO (First Officer); and I noticed the heavy jet begin taxiing. My FO commented; what is he doing; and when I looked up it appeared the right wing of the heavy jet was going to hit our flight deck windows. Luckily this did not occur but it was too close for our comfort. What is the hurry - do we not all get paid by the minute. This is simply not acceptable. I called Ramp to ask whether or not this was a revenue flight and was told this was Aircraft Y arriving from ZZZ1.The inbound all night flight's Captain decided to taxi before we were fully clear of their wing. Do not be in such a hurry to taxi and ensure you are fully clear of another aircraft before beginning your taxi. The company has had too many ground collision events over the last two years - and I guess the message has not gotten out to all the crews.




Synopsis: B757 Captain reported encountering a near miss with another taxiing aircraft.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Distraction; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Equipment / Tooling; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Aircraft X in ZZZ had a near incident with ground personnel trying to retrieve a loose empty cargo dolly rolling towards #2 engine while it was powered running. No persons were injured nor did damage occur. Aircraft X pushed back from ZZZ Spot XX; delayed due to late cargo loading.Both engines on Aircraft X were started normally. During that time; [the] Push Back Coordinator yelled an unreadable voice message on the intercom. I quickly queried him what is going on. He stated; 'A cargo dolly is rolling towards your #2 engine.' I asked 'Is everything under control do you need me to shutdown #2 engine?' He said 'Yes; shut down #2 engine; someone is retrieving the cargo dolly.' I quickly shutdown #2 engine and FO (First Officer) looked out his right side window and saw the empty dolly spin and pulled away near #2 engine area but did not see the individual. We were surprised anyone would attempt such a dangerous act. I asked [the Push Back Coordinator] is anyone hurt and what just happened? He stated 'No one is hurt nor any damages occurred; someone just ran to get a rolling empty cargo dolly that was not secured and the area is clear to resume normal operations.' I confirmed with [the Push Back Coordinator] again; I looked outside with [the] FO; we considered it safe to restart #2 engine and we resumed normal operations to continue our flight. Myself and [the] FO did not see who the individual was nor did I see an empty cargo dolly due to my seating position. Only [the] FO saw a partial glimpse of the empty cargo dolly being pulled away. Everyone please be vigilant and review safety procedures.




Synopsis: B767 Captain reported encountering a loose cargo container near the #2 engine.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The APU was MEL'd and we had just parked [at the] gate. There was no GPU even though it had been called for in-range. We had the number two engine running while the people deplaned. With the number two engine RUNNING the caterer opened the service door. [The] Service Door Caution Light illuminated. I immediately shut down the number two engine and ran outside to let him know that procedure stated to wait for the engine to be shut down. The people continued to deplane on battery power and then we powered down the aircraft. We continued to wait another 40 minutes for a GPU.I believe that operations got very busy during a stormy night and was trying to cut corners to catch up. [I Recommend] operating GPU's on every gate and education for the caterers.




Synopsis: Dash-8-300 Captain reported a ground catering employee opened the service door while the Number 2 engine was still running.
Date: 202005
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
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; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot flying; during climb out at approximately 5;000 ft.; loud banging noise; sounded like compressor stall; autopilot engaged; yawing; left engine N1 reduced to approximately 30%; left engine fuel flow 4000; right engine normal; another bang; yawing; levelled off at 7;000 ft. Left engine went back to normal indications; no yaw. Advised ATC of mechanical issue. EICAS message L eng HPSOV. First Officer Ran QRH; I continued flying. We concurred that return to ZZZ was safest course of action. 2 jumpseaters on board 767 Captains; (1 Flex); sent message to [Operations Control] advising of maintenance issue & return to ZZZ. [We advised ATC] ; conducted ILS ; uneventful approach & landing. Met by emergency vehicles; uneventful taxi to ramp. Maintenance report: Upon left engine stall inspection; found green harness at VBV actuator connector P124 shielding damaged; Pneumatic controller bite test shows HPC fault and HPSOV fault.




Synopsis: B767 Captain reported that a compressor stall during climb resulted in a return to the departure airport.
Date: 201410
Local time of day: 1201-1800
Location: CYYZ.Airport, ON
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
ATC / advisory: TRACON CZYZ
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We where conducting the Localizer approach to runway 6R in CYYZ. We had started the approach at 3000 ft outside of LESOD. When we past LESOD we started down on our first step down to 1900 ft. As we started to come to 1900 ft the auto pilot went through 1900 ft about 300 ft low. My first officer disconnected the auto pilot and started to climb back up to 1900 ft. The controller came on and told us that we where getting kind of low to the ground and he asked if we where at 1900 ft on this section of the approach. I said that we where at 1900 ft as we where leveling off back at 1900 ft. We continued the approach as published and landed safely.We did our best and we caught the threat but I am going to be paying more attention to the auto pilot when we are conducting these step downs on a localizer approaches.


Second narrative: [The report narrative contained to additional information.]

Second callback: The First Officer advised their aircraft do not have VNAV or Autothrottle capability.  He also advised their SOP on non-precision approaches is to set the MDA in the altitude alert window and manually initiate descents 0.2 NM from the charted fix and level off at intermediate fixes with manual pitch mode (Vertical Speed) autopilot intputs.

Synopsis: When cleared for the ILS (glideslope out) DME Runway 06R approach at CYYZ the flight crew of a CRJ-200 failed to level at 1;900 MSL prior to SAVOS.  ATC alerted them and they returned to 1;900 feet.
Date: 201503
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON P50
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface; Confusion; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: The guidance system was programed for a west landing in PHX which is usually how PHX is organized in the afternoon. On initial contact with approach; we were assigned a descend via; landing east.At that point the cockpit was very busy trying to comply with new company procedures which require a lot of search and typing on the computer. The correct runway was neglected. The aircraft began a turn toward the wrong arrival path; when detected; we immediately entered the correct fix and went direct resulting in a 1.5 nm deviation from cleared track. At the same time; the aircraft was descending for the wrong fix; and caused us to be below the published altitude for the correct fix. There was no loss of separation.The crew was task loaded with new procedures and software without sufficient training. The 'training' being watered down 'handouts' that read like stereo instructions from days gone by. It feels like companies are really skimping on training to save money. With the advancement in the aviation system rapidly accelerating; classroom and hands-on training is a must!




Synopsis: An A320 First Officer experiences a runway change while descending on the EAGUL6 which is not correctly executed in the FMGC; resulting in descent below the next crossing restriction. New procedures and software without sufficient training were cited as contributing factors.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Fog; 4
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: FMS failed on GPS approach. Aircraft descended 400 FT below final approach fix altitude on GPS Runway XXR. Pilot corrected event manually by times disengaging autopilot.




Synopsis: A CE525 FMS failed while the single pilot was on a GPS approach so after descending 400 FT below the final approach fix altitude he disconnected the autopilot.
Date: 201905
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: At the gate; we received a preliminary notification for dangerous goods. Upon taxi out; we received a final weights manifest along with a final DG (Dangerous Goods) notification. Because we received a final DG form; we assumed that DG were in fact loaded. We did not notice that the form indicated that DGs were NOT loaded. We have always been trained that the presence of the final DG form was an indication that DGs were loaded. During the flight; we were notified by Dispatch that DGs were in fact loaded and that we never received the proper form indicating type; location; drill code; etc. We were also told that our final weights were invalid because the DG weight was not included in the final manifest.




Synopsis: B737 Captain reported communications breakdown between flight crew and Dispatch regarding Hazmat loaded on aircraft without providing flight crew required Hazmat documentation.
Date: 201507
Local time of day: 0601-1200
Location: ORD.Airport, IL
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: Climb
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While climbing above 10;000; but before reaching FL180; airspeed dropped below 250 KIAS. The airspeed was corrected well before any warning devices were triggered and airspeed remained above 220 KIAS. I noticed the low airspeed immediately after returning my attention to the PFD.The root cause was allowing myself to perform another task while climbing in vertical speed mode. I knew I would have to select other autopilot inputs in a short period of time to keep the airspeed from dropping below 250 KIAS; but I underestimated the rate of decay and it got away from me while I turned my attention elsewhere in the flight deck.Always pay strict attention to the airspeed while climbing in vertical speed mode. If it becomes necessary to switch to another task while climbing; use a less aggressive climb mode such as speed or pitch mode.




Synopsis: CRJ200 Captain reported climbing above 10000 feet with the autopilot engaged in vertical speed mode. When the PFD is checked the airspeed is approaching 220 knots.