elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0601-1200
Location: MMU.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Time Pressure; Confusion; Communication Breakdown; Workload
Anomaly: Deviation - Track / Heading All Types; 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
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Human Factors; Manuals
Primary problem: Ambiguous

Narrative: Copy clearance for flight. ATC changed the first part of routing to read our first fix to a VOR down the same airway. The first fix was on the start of the airway and the last fix was still on the same airway. Checked flight plan and confirmed both fixes on our flight plan. I started checking plane book and could not find the airway. Plane Book was showing Q routes. Reviewed paper charts and did find the airway we were cleared on and again confirmed both fixes on airway. The problem was our flight plan started on the first fix then took off the airway then back on to the same airway. I did not take the time to review all the waypoints on the paper chart to the FMS because of time restraints. ATC report off airway and ask us our routing and to turn 30 to the right. We were then cleared direct to the VOR. Next time I will reload the flight plan with the new clearance and confirm all waypoints.Factors: Plane book did not show the airway cleared. While writing this report I still could not find the airway on commercial chart View. Looks like the High Alt charts in the north east have change.




Synopsis: A time constrained Corporate pilot identified airway fixes; but could not identify the connecting airway on either his paper chart or commercial view; but departed anyway and was given vectors by ATC.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 50
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed without incident. On the initial climb; smoke entered the cockpit and cabin. We performed memory items; [advised ATC]; and returned to the departure airport. Upon landing; we evacuated the aircraft.


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


Synopsis: Falcon 50 Captain reported smoke in the cockpit and cabin shortly after takeoff before returning to the departure airport.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
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: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passing about 3;000 FT [in climb] I noticed a slight acrid (electrical) smell. Simultaneously; the First Officer then reported he saw a puff of smoke about 8-10 inches in diameter (light grey color) in the vicinity of the hydraulic pump switches and could also smell smoke. The smell increased in the next few seconds; however; there was no visible smoke after the initial puff of smoke. An emergency was declared and we requested vectors back to [departure airport]. I notified the flight attendants of the emergency. Aircraft was landed overweight at about 134;600 LBS at approximately 135 KTS. The smoke smelled electrical and even though it had dissipated; it was still noticeable after gate arrival. Responding fire equipment evaluated the aircraft for hot spots immediately after landing and after parking at the gate. No hot spots were identified. The cause of the smoke in the cockpit was identified by maintenance to be related to the TCAS display.


Second narrative: [Narrative 2 provided no additional information.]


Synopsis: An MD-82 flight crew experienced electrical smoke in the cockpit on initial climb.  They declared an emergency and returned to departure airport; where the smoke was reportedly traced to the TCAS unit.
Date: 201407
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Arrival
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Flight] arrived [with] flammable liquids not secured in the aircraft to prevent shifting.  Cargo shifted and orientation was not maintained.




Synopsis: Ramp employee reported finding flammable liquids not properly secured upon arrival.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
Aircraft component: Autopilot
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft
Primary problem: Human Factors

Narrative: While departing ZZZ1 for a direct flight to ZZZ2; I inadvertently climbed into ZZZ Class C airspace while heading 280. My plan called for climbing to 3;500 feet for the short flight.  I completely forgot about the Class C airspace floor.  Contributing Factors include:- Not being VFR current due to winter weather; Coronavirus limitations.- The autopilot on the plane was placarded 'INOP'.  I typically set the altitude on the autopilot to 2;000 feet (100 feet below the floor) as a reminder for the airspace floor.- Air temperature was -X degrees C; which makes for great airplane climb performance.  The last time I had flown was October; and the weather was much warmer.  I was distracted by the great visibility and great climb rate.- This plane is part of a local flying club.  Planes are at X different local airports; only one of which is under the Class C veil.  It's sometimes hard to remember all the different nuances when you are flying different planes from different airports; and don't do it regularly.- I sometimes fly IFR.  This provides additional protection from this type of excursion because you are talking to ATC continuously.I just have to be more focused about airspace limitations when flying VFR from this airport.




Synopsis: GA pilot reported entering Class C airspace without clearance.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-38 Tomahawk
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Before entering ZZZ Class C airspace; I was instructed by ZZZ ATC to remain at or above 2500 feet. During level cruise at 3500 ft.; flying from north to south on approximate heading of 150 degrees; a four rotor drone with amber lights was sighted flying south to north off the right wing at the same altitude. The drone was sighted by the pilot and then witnessed by the passenger. The drone was flying to the north of but near the intersection of [two freeways]. I immediately reported the sighting to ZZZ ATC who commented that nothing showed on radar. Upon arrival at ZZZ1 I was asked by ZZZ1 Tower to call ZZZ ATC to discuss the situation further.




Synopsis: PA-38 pilot reported an encounter with a drone at 150 feet off the aircraft wing tip.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Winglet
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Cleared for arrival. Set 4;500 FT in altitude window for lowest altitude; not cleared for a runway so put ALT prior to runway selection. In LNAV and VNAV. Crossed the first constraint below 16;000 FT and headed to the next waypoint. VNAV could not descend to cross below 11;000 FT per STAR with throttles at idle and speed brake fully extended. Crossed at 11;800 FT. Noted that this is a common problem since winglet installation. Aircraft later leveled at 8;200 FT and would not descend in VNAV to follow STAR restrictions. Selected FL change and managed restrictions manually. Landed without incident and ATC did not mention this as a problem but felt we should report it. You have 4.1 miles to cross 5;000 FT lower and VNAV could not manage this. Could not make the extra 800 FT using speed brakes at idle either.


Second narrative: We had initially been told to maintain 260 KTS until ZZZZZ waypoint. The aircraft was having difficulty maintaining speed. Slowed at 10;000 FT; then the aircraft leveled off at 8;200 FT; VNAV was still selected. At one point we noticed we had to lose 5;000 FT in about five miles. I am not 100% sure of the intersection. The Captain extended the speed brakes and accelerated the descent. We failed to make the crossing restriction.


Synopsis: A B767-300 crew reported they were unable to descend on a profile descent and cross at the altitude constraints.  The efficient winglets reportedly would not allow a steep enough descent.
Date: 201405
Local time of day: 0601-1200
Location: AHN.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground AHN
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Human Factors

Narrative: I picked up the plane at the maintenance area; rather than the usual ramp. Ground directed taxi to Runway 09; via Alpha...probably specified 'via A3;' but I may have heard/assumed [Taxiway] B3. I inadvertently crossed hold line for [Runway] 9/27; I believe it was on [Taxiway] B.I believe I must have misread the multiple sign group which was visible from the start of [Taxiway] B3 as meaning straight on [Taxiway] B3 and then right to reach [Runway] 9. Correct path would have been across the ramp and thence [Taxiway] A3.I should have reviewed diagram more carefully before starting taxi; even though this is a relatively simple airport--must do this in future. Also; I will re-review airport signage and markings and look for an appropriate ground training course in this area. Also; I will STOP and ASK if I've any doubt whatsoever about correct route.I don't know how common confusion is around the intersections of B3 and A and runways 9-27 and 2-20; but it might be a good idea to review sign placement and/or identify as a hotspot.




Synopsis: A C-177RG pilot misinterpreted his taxi clearance to Runway 09 at AHN and; instead; crossed the hold short line at the approach end of Runway 27.
Date: 201306
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Flight conditions: Mixed
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction; Communication Breakdown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Since MHT does not have a digital ATIS; you have to get the ATIS on the ATIS frequency of 119.55. MHT shares this frequency with an ATC Tower; which sounded like TEB. With all the communication that the Tower was doing with the aircraft using that very busy airport I; as PM; was off the Number 1 radio for over five minutes in order for me to get the complete ATIS. The only alternative was for me to delay getting the ATIS until I was less than 100 miles from MHT as that was when the interference from the ATC Tower ended.




Synopsis: An air carrier Captain descending into MHT reported an airport Tower; possibly TEB; interfering with ATIS on 119.5 when the aircraft is further than 100 NM from MHT.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class C ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flaps failed at about zero degrees on retraction after takeoff. Could not extend; retract; or reset. Crew returned to ZZZ safely for a zero flap landing at ZZZ without any further interruption to the flight.




Synopsis: Corporate Captain reported that the flaps failed when they were retracted after takeoff so the crew did an air return and zero flap landing.
Date: 201709
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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 Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After takeoff the Engine #1 Hydraulic Low Pressure light illuminated upon gear retraction. The appropriate QRH procedures were accomplished and the aircraft returned for an overweight landing with a normal touchdown. The aircraft was taxied back to the gate where the appropriate logbook entries were made. The left engine hydraulic pump failed.




Synopsis: B737 Captain reported a return to the departure airport following a #1 Hydraulic Pump failure after takeoff.
Date: 202001
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After being vectored off the SILCN 4 arrival into San Jose; we were given direct to the fix GGUGL and instructed to descend via the SILCN 4 for Runway 12R. The next Controller cleared us to descend to 5;100 ft. and shortly after reaching that altitude; we responded to an EPGWS warning 'Terrain Terrain Pull Up'. I told ATC that we were responding to a terrain warning and after we'd climbed about 1;500 ft.; we were out of the clouds & could see we were above any possible obstacles. Out of an abundance of caution & because it took a while to put the aircraft back into a more normal posture; we climbed to 10;000 ft. before getting vectors for the approach. Task saturation was definitely a factor in why this happened. The Captain and I were so inundated with tasks that we were unable to detect ATCs mistake.Mistakes happen. Updating the old 319 EPGWS systems will detect conflicts sooner and more accurately.




Synopsis: A319 First Officer reported that an erroneous GPWS warning during initial descent resulted in an altitude deviation.
Date: 201206
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SEA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a normal push; start and taxi out. As we were cleared to position and hold the Captain accomplished the takeoff configuration warning  check. We did not get a takeoff warning horn. The check was completed; we went on to complete the takeoff checklist.  Before we were able to fully line up on the runway the Tower cleared us for takeoff. The Captain (flying pilot) stood up the power levers and I called 'stable.' Captain pressed the TO/GA switch and called 'set takeoff power.' I called 'takeoff power set;' we accelerated normally down the runway; I called '80 KTS.' The Captain responded 'checks;' I looked at the engine instruments one more time they were still all stable as we passed 110 KTS.  The intermittent cabin altitude/configuration warning horn sounded and we aborted the takeoff at 110 KTS at 149.1 LBS. I called 'speedbrake; 100 KTS; 90 KTS.' And at this time the Captain stowed the speedbrake to disarm the autobrake; so we wouldn't come to a screeching halt. We had plenty of runway left and the RTO was violent enough already.  We exited the runway called Dispatch and talked to Maintenance Control to try to understand why the takeoff configuration warning sounded. We brought the jet back to the gate after exiting the runway; stopping the jet; and talking to the flight attendants and then making an announcement to the passengers. The Captain did a great job not only with the aborted takeoff; but also with passengers and crew.


Second narrative: [Narrative 2 had no additional information].


Synopsis: A B737-800 flight crew reported rejecting takeoff at 110 KTS when the configuration horn sounded for unknown reasons.