elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Staffing
Primary problem: Procedure

Narrative: Upon landing in Airport ZZZ we were given instructions to taxi via B with no restrictions. We tried contacting ground while on B numerous times to no avail. On B a maintenance plane on E came speeding around the corner and cut us off at the intersection of B and E. Had I not stopped short of E there would have been a collision. Upon reaching the gate I called the tower to inform them of the situation as well.Upon calling the tower they advised us that they were training this evening. In the future it may be necessary to intervene earlier as to avoid a situation such as this.


Second narrative: Exiting runway XX at Airport ZZZ we were told taxi bravo and contact ground. On bravo approaching taxiway E; a maintenance aircraft was taxiing on taxiway E at a high rate of speed. We had to brake hard as the maintenance aircraft taxied right in front of us. We tried numerous times to contact ground with no success and we were never given a hold short instructions for the maintenance aircraft. If we did not stop short of E there could have been an aircraft collision. Upon arriving at the gate [the] Captain called the tower to advise them of the incident.


Synopsis: An EMB-145 air crew were given instructions to taxi to the gate with no restrictions. While taxiing; another aircraft being taxied by maintenance personnel cut them off at a high rate of speed. Ground control would not answer calls. The Captain called the Tower on the telephone and was informed that they were training a controller that evening.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Time Pressure; Fatigue; Communication Breakdown; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We noticed a Forward Cargo Door Caution warning while holding short of the runway for takeoff. There had been no Single Chime associated with the Caution. The Captain noticed the message and figured it was just a sensor issue and elected to continue. I agreed. Once we started the takeoff roll; no issue was noted until rotation when the cargo door opened. After rotation; we returned to the field. The flight was without any further incident and we returned to the gate. Maintenance was contacted and met the aircraft at the gate. Prior to beginning the duty day; I was extremely tired; I had been up the entire night before unable to sleep due to personal issues with my spouse. I didn't want to call out on Christmas Eve due to the holidays and not wanting to disrupt the busy schedule and operations that day. Prior to every flight; I did a self-assessment of myself on if I believed I was OK to fly. Although I knew I was tired; I didn't feel at the time as if I was too fatigued to fly. In hindsight; it's become clear that I was fatigued. I believe my fatigued state led me to agreeing with the Captain to continue; and; with it being our last round trip of the 4-day; just felt the pressure to get the flight done. After we returned to the gate; I called in Fatigued for the last round trip and filled out the fatigue report the following morning. CRM training on this type of scenario and recognizing your limits on being fatigued could have prevented this outcome. I believe my fatigued state and the pressure on myself to get the last round trip completed on the holiday contributed to agreeing with the captain in this event.




Synopsis: A CRJ-900 First Officer believes fatigue was a primary contributor to his willingness to concur with the Captain that a cargo door warning light discovered just prior to takeoff was a false warning and acquiesce to continuing the flight. The door opened on rotation and the flight returned to the airport and the gate for maintenance.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Tower ZZZ
Second aircraft: Citation X (C750)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The E135 was ready for departure and I made a plan to depart the aircraft after the MU2 had landed. The aircraft would offset to the right after departure to pass off the left of the Cessna Citation X on final. I did not control the turn for the MU2. I said when able turn left; join Alpha and contact Ground. I anticipated the aircraft exiting at Alpha 6 and not taxiing to A7. I had cleared the E135 for takeoff. My opposite direction cut off of 7 miles was decreasing. I tried to have the E135 hold short. I did not say cancel takeoff clearance; and yes; I do realize that was definately wrong. The E135 called and said he was past the hold short line. I think I had a little panic of getting in trouble; because someone just had a similar situation. I decided to clear the aircraft; because I should still make the cut off and the MU2 had exited. I gave the traffic to both aircraft and prompted the E135 to offset to the right per the SID. It was closer than I am used to for that similar situation. I had previously told the aircraft about each other. I continued to make the E135 turn in front of and underneath the traffic. In hindsight I wish I would've made the E135 continue on the 343 heading on the SID and turn behind the CRJ-700.  I made the situation worse than it had to be.  The CRJ-700 reported traffic in sight and said they would maintain visual seperation. I have controlled the E135 once before at this airport and am not familiar with their climb performance. I also felt like the MU2 was at a slow enough taxi speed to make A6. I should have controlled the turn. I am not used to the way the aircraft had exited so slowly; but I could have also controlled that. I could have taken much better steps.




Synopsis: Tower Controller described an unsafe event when trying to complete an opposite direction operation; the reporter acknowledging more specific instructions should have been issued.
Date: 201812
Local time of day: 1801-2400
Location: VNY.Airport, CA
Flight conditions: VMC
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were repositioning from FBO 1 where we cleared Customs and dropped clients over to FBO 2 to prepare to depart for [destination]. We were given clearance to taxi via Alpha and Papa to hold short of [Runway] 16R. After being told to hold a couple of minutes for other crossing traffic we were given clearance to cross [Runway] 16R at Papa and to join Bravo to FBO. About 10 seconds after being cleared to cross; Ground instructs us to hold short immediately for landing traffic. We advised we were already across the hold short line based on the earlier clearance. We were then cleared to cross once again expeditiously. The other GA aircraft on short final was sent around as a runway incursion would have followed due to our inability to be completely across the hold short line in time.The Ground Controller seemed a bit overwhelmed due to the amount of GA traffic in the pattern and taxiing for [Runway] 16L. We were vigilant in keeping up with what was going on on the ground and did not see much margin for incursions as separate runways were being utilized for GA and jet traffic.When there is a busy traffic pattern double verifying cleared across runway instructions.


Second narrative: We were doing an FBO repo; without pax; from FBO 1 (for Customs) to FBO 2. We were given a clearance to 'taxi FBO 2 via A;P;B; hold short 16R'. While holding short; we heard a plane ask to return to the FBO for mechanical issue. Ground went back and forth with them and then cleared us to cross [Runway] 16R; 'no delay'. [Copilot] read the clearance back and we started rolling. When our nose crossed the hold short line (5 seconds maybe); Ground came back and said 'hold short 16R'. We stopped abruptly and [copilot] told Ground we stopped but our nose is over the line. Immediately; Ground once again cleared us to cross [Runway] 16R. We proceeded cautiously looking at the approach end as we then saw a small plane on short final. As we cleared [Runway] 16R on the other side; we noticed that aircraft had gone around. We were never told to contact Tower. There was never any confusion over the radio or in the cockpit with what our clearance was at any time. Ground didn't call us again.


Synopsis: Corporate jet flight crew reported a runway incursion due to Ground Controller's ambiguity and lack of situational awareness.
Date: 202110
Local time of day: 1201-1800
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Jumpseater
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Physiological - Other; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Observer
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight there became a strong odor of smoke or something burning. There was no indication of anything wrong via the aircraft systems and there were no annunciations present alerting the crew of an issue. The flight attendant working the flight called up to the flight deck confirming that she smelled an odor of smoke or something burning. The crew operating the flight decided to not continue to ZZZ1 and instead to divert and make a precautionary landing at ZZZ2.[Cause is] Unknown. A fault somewhere in the aircraft systems; possibly the air packs.




Synopsis: Air Carrier Captain who was on board as a jumpseater reported a fume event during cruise. Flight crew diverted to a suitable airport for a precautionary landing.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During pushback the ground crew mentioned they were late pushing off the gate due to complications getting an electric wheelchair in the cargo compartment. When the load closeout came; I noticed that there wasn't an entry under the 'W/B' (wheelchair battery) row with a quantity or location. It was my understanding that a NOTAC (Notice to Captain) is not required; but that it would show up for crew awareness and weight and balance purposes on the load closeout. I brought it to the attention of the Captain a couple times that I thought it needed to be present; but he disagreed saying that it was only important that we knew it was there for smoke/fire purposes but wasn't needed on the closeout. At that point I deferred to Captains authority. We proceeded without further action.




Synopsis: A321 First Officer reported Captain elected to depart without required Hazmat documents for battery powered wheelchair cargo.
Date: 201503
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I believe we were cleared to descend to 4000 on the SERFR1 arrival then cleared for the TIPP TOE VISUAL. The MENLO intersection in the STAR says at 4;000 feet; the TIPP TOE says 5;000 feet. I believe we complied without ATC clearance; but it is a distraction.




Synopsis: After being cleared for the SERFR1 STAR and then the Tipp Toe Visual into SFO; Medium Transport FO noted a 1;000 foot difference in the MENLO crossing altitude between the two approaches.
Date: 202110
Local time of day: 1801-2400
Location: PSP.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D PSP; Class E SCT
ATC / advisory: TRACON SCT; Tower PSP
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was departing PSP at night and decided to file IFR due to high terrain. Weather was unlimited ceiling; visibility >10 SM; light winds. I reviewed the CATH1 Departure procedure the day before and in mid afternoon before filing. I did not review the procedure again immediately before takeoff.On takeoff; I maintained heading of 310 degrees. However; at 400 feet AGL; I commenced a right turn towards PSP; instead of climbing until crossing the PSP R-268. PSP Tower transferred me to SoCal approach. Approach reported radar contact. They noted I had 'turned early; do you have terrain in sight'. Due to extreme clear desert VMC conditions; many lights and no dark spots ahead I reported 'terrain in sight'. ATC provided vectors for the climb; climb and maintain 10;000 feet which I complied with. No further action was taken. Flight continued uneventfully thereafter.Factors contributing were:1) Over confidence in pilots' memory and successful completion of departure procedure at least 2 times in previous 6 months.2) Possible light fatigue due to flight after a long work day (computer/desk job).3) Flying passenger back to ZZZ and driving to ZZZ1 for an XApm flight to the east coast. Very minor get there itis.4) Not following printed procedure card which calls for reviewing the departure procedure prior to take off.




Synopsis: GA pilot reported a heading deviation while on the CATHEDRAL ONE Departure from PSP airport resulting in a CFTT event.
Date: 201807
Local time of day: 0001-0600
Location: ECP.Airport, FL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: On taxi in ECP via Taxiway P; I noticed the taxiway centerline between Taxiway D and the terminal ramp is painted off-center. I taxied in centered on the taxiway itself and I believe following the taxiway centerline would put a main gear dangerously close to the taxiway edge; especially around the corner of the terminal ramp and the taxiway. Also; following the painted taxi line could put the wing engine over the unpaved surface; increasing FOD potential.Either repaint the line so it is centered on the taxiway; or put a note on the Jeppesen 10-9 page or the Company Airport Page to warn the Pilots of the off-center painted taxi line.




Synopsis: Commercial Pilot reported that the centerline of taxiway P at ECP Airport was painted off-center.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Fan Blade
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flock of medium white birds flew in front of aircraft at liftoff; and I immediately heard loud groan/whine from Engine Number 1. All engine indications were normal except the Number 1 Engine vibration monitor indicated 1.5 vs .5 for Engine Number 2.We notified ATC of a likely bird strike; and First Officer continued flying aircraft with vectors around field as a precaution.We accomplished the QRH 'Immediate Action' items for engine limit/surge/stall due to the abnormal engine noise. Upon reducing power on the Number 1 Engine; the noise was reduced. We completed the QRH procedure and elected to leave the affected engine running since no abnormal indications other than noise. Captain coordinated with Dispatch and Maintenance who noted that since vibrations not greater than 4.0; we could continue. We did not like the noise and elected to return as a precaution to prevent further damage. We computed landing data and flew an uneventful approach and landing to the longer runway. We shut down the affected engine after one minute and returned to the gate. Damage to the Number 1 Engine (3 blades) was noted on post-flight inspection as well as bird strikes on right landing gear and underside of right elevator. We coordinated with Dispatch; Scheduling; Maintenance in ZZZ1 and the ZZZ Tower for necessary repair and reporting.




Synopsis: B737 encountered birds after takeoff and experienced Number 1 Engine vibration. Flight crew elected to return where they found damaged blades.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Indicating and Warning - Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing touchdown left wing dropped and aircraft swerved to left. Landing configuration was normal for type with 30 degrees flaps. Applied takeoff power and took off. Retracted flaps; climbed to a safe altitude; and determined the left main gear had not extended. All gear indications were normal; i.e. gear handle was in down position with green light showing.  Gear position flag was also indicating gear down. Condition was determined by substantial asymmetric drag and wing drop on first landing.  Did not recycle gear.  Returned to the airport and landed the aircraft holding the left wing up as long as possible.




Synopsis: Bonanza 35 pilot reported left main gear failed to extend; although gear indications were normal.