elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Second reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: The company's new beltloader policy is an injury waiting to happen. The company no longer will allow beltloaders in the pit which in turn is now having the [ramp personnel] grab and pull bags and cargo off the belt. This is going to cause numerous injuries to the shoulders; elbows; back; neck; and knees. This also could cause injuries to the head. This has already happened to an employee; but luckily did not cause serious injury. Also; with the beltloader outside the pit; the emergency-stop button is not accessible to the pit person in case of an emergency. [Ramp personnel] cannot utilize the stop sensors on the belt which was always a safety feature. This new procedure goes against everything [the Safety Course] told the [ramp personnel] not to do. One last thing; the gap between the aircraft and beltloader of roughly 6 inches could cause injury to the [ramp personnel] by falling through this opening.


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


Synopsis: Air carrier cargo handler questioned the safety aspects of a new company procedure that requires that the cargo belt-loader not be placed inside the cargo pit.
Date: 201710
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch; Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation
Contributing factors: Airport; Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: Taxi instructions were to back taxi XXR; 180 for takeoff. The taxi chart did not appear to have a turnaround at the end. I did a 180 on the runway and took off. I got the RAAS (Runway Awareness and Advisory System) alert for short runway somewhere near 80 knots. It was a Max Power takeoff. The aircraft was accelerating rapidly; I elected to continue and made a normal takeoff. After climb out I had an uncomfortable feeling about the whole chain of events - short runway; 180 on the runway; and the RAAS alert. As a crew we discussed and took a close look at everything. We noticed on the iPad taxi chart selected to moving map; on the widest scale a turnaround area was depicted. This would have solved the issue. Then we noticed the minimum width for the runway 180 is 157.4 feet. [This runway was only] 148 feet. I also came to the conclusion that while making the 180 I used up runway length.Did not recognize the red flags. Short runway with a back taxi 180 for takeoff. A poor taxi chart depicting the turnaround. When the taxi instructions were issued there were clearly two red flags; short runway back taxi and 180 to take off. At this point I should have reviewed the 180 procedure since it is not a normal operation. That would have clued me that the runway was not wide enough and lead to inquire ATC.




Synopsis: A Boeing 777-200 Captain reported receiving a RAAS (Runway Awareness and Advisory System) alert for short runway takeoff.
Date: 201812
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Workload
Second reporter function: First Officer; Trainee; Pilot Not Flying
Anomaly: Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching DEN on the KOHOE3 RNAV arrival; the ATIS reported ILS; RNAV or visual approaches in use. We setup and briefed the ILS 35R approach. After checking in with the second Approach Controller; we were issued the RNAV (RNP) RWY 35R. This assignment required a lot more cockpit workload; not to mention; this was the first leg of IOE for my First Officer. After loading the RNAV approach; I brought up the DOGGG waypoint on approach and executed. The legs page and the map magenta line looked correct. After the MSIMS waypoint; the route did not sequence to FRONZ; the aircraft continued downwind. Controller called us off course and issued vectors for visual approach.I really don't know what the setup error was as the magenta line showed radius leg to FRONZ. The DOGGG waypoint may have become the active waypoint and I did not catch it. This is the only reason I can think of. The late assignment to the RNAV approach caused high cockpit workload and I may have missed improper leg page sequencing.


Second narrative: ATIS provided three approaches and we selected the one which we thought would most likely to be used. DOGGG waypoint is on the KOHOE3 arrival and the routing on the bottom right of the STAR shows 'then as depicted to BARRK' which is what I believe the jet was trying to do even though on the MAP depiction showed otherwise. DOGGG is also the IF for the RNAV Z 35R.


Synopsis: B737NG flight crew reported ATC issued a new clearance when they deviated from the RNAV Z 35R approach to DEN.
Date: 201408
Local time of day: 0601-1200
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: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Preparing to depart from Runway 01; I had checked the AWOS and had reset my local airport UNICOM frequency and had monitored the frequency taxiing to the departure runway. After run-up; I announced my intentions to depart [Runway] 01. At about 400 FT AGL and 3/4 way down the runway; I noted that there was a plane that had begun its takeoff run for Runway 19. I called the aircraft on the advisory frequency with out response and switched to Approach Control. It was at this time that I noticed that the frequency that I had selected was XXX.025 rather than XXX.05. I will NEVER make that mistake again!




Synopsis: A pilot taxied and departed Runway 1 using proper CTAF communications procedures but on the incorrect frequency and had a near miss with an aircraft landing on Runway 19.
Date: 201512
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; 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 Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff we received clearance above the initial altitude of 6000 feet. The Captain was the PNF and was handling ATC transmissions. The Captain understood the altitude clearance to be FL270. I heard the Captain read back the clearance to ATC of FL270 with no correction by ATC. It was the controller's intent to clear the flight to 7000. At 6400 the controller stated that we should level off at 7000 and turn immediately to a heading of 270 degrees. The flying FO leveled the aircraft at 7000 (did not bust the altitude) and turned to a heading of 270 degrees.  After the turn was complete the controller asked why the mode control panel altitude was set at FL270. The captain responded that he understood the clearance to be to FL270 and that he had read that back with no correction by the controller.  The controller said they would review the tapes. Once again; the aircraft did not climb above the ATC intended altitude of 7000.


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


Synopsis: Flight crew on departure read back the incorrect altitude clearance. The incorrect readback was not caught by the Controller.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Door
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; 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: Normal preflight start and taxi. No noted issues with the aircraft prior to takeoff. I was accomplishing the takeoff as the F/O. We were cleared for takeoff. Takeoff was normal until after the gear was up and we noticed a steady loud noise. Shortly after; we noticed a Master Caution light. The aircraft was not pressurizing and a Forward Cargo door light was illuminated. The Captain coordinated with Tower to return to the field. I continued to fly the aircraft for the approach and landing. No other issues were noted.




Synopsis: B737-300 First Officer experiences a loud steady noise shortly after takeoff and a Master Caution for Forward Cargo Door light and the aircraft will not pressurize.
Date: 201405
Local time of day: 1801-2400
Location: PDX.Airport, OR
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C PDX
ATC / advisory: Tower PDX
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: Airport
Primary problem: Airport

Narrative: Aircraft X was issued taxi clearance to RWY 28R via taxiways K; V; and A. Read back was accurate. While taxiing the aircraft turned on A5 and joined A. V is the next taxiway after A5 if taxiing eastbound for RWY 28R. TWY V is preferred by ATC since A5 leads directly onto RWY 28R and V does not. Also aircraft often exit RWY 28R on A5 (high speed exit) so an aircraft mistakenly using A5 it is at risk of an opposite direction issue with aircraft exiting RWY 28R. This specific mistake has been observed numerous times by many different air carriers. Possible reason for why it happened are confusing signs and markings on the taxiway. Take a look at the taxiway signs and markings to see if they can be improved.




Synopsis: Reporter describes confusing taxiway markings that may lead to a runway incursion.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR; 10
Aircraft: Learjet 31
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was given taxi instruction; which I read back. It included a 'Hold short of Runway XX.' Which I read back. In the middle of shutting things down in the cockpit I missed the hold short line and stopped short of the runway. The aircraft in question was overhead already approximately 300 feet.  No excuse; I just got busy and missed a hold short. I have well over 20;000 hours; most if it at night flying freight; which involved many multiple landings during night. This is the first time with such an occurrence; hopefully the last. At no time was the other aircraft in any danger from my inaction/action.




Synopsis: LR-31 Captain reported that he taxied past the runway hold short line that resulted in the aircraft on final executing a go-around.
Date: 201704
Local time of day: 0601-1200
Location: ELN.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: CTAF ELN
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Tracking outbound 055 radial from the ELN VOR; at about 12 NM and at 7500 MSL; my student and I encountered traffic inbound on the same radial; same altitude. My student spotted the other aircraft (Red and White Cessna; possibly a 182 with retractable gear; was able to see the pilots face but unable to get the tail number); banked right and climbed instantly; missing the other aircraft by about 500 ft horizontal and 200 ft vertical. No radio calls from other aircraft on CTAF (123.0). We had made frequent radio calls departing the Ellensburg; WA valley stating we were at 7500 MSL outbound on the 055 radial (Victor 2 Airway) with distance reports along the way. Had my student not done what he had; we would likely have had a midair collision. When the other aircraft was spotted; we were at most a half mile away. No effort to avoid a collision was made by the other aircraft; and was unable to get in touch with them on the Ellensburg CTAF on 123.0.




Synopsis: C172 instructor pilot reported a NMAC with another Cessna in the vicinity of ELN VOR.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Passing 4;500 feet I noticed the airspeed at 268 kts and that the speed was not set in managed speed; the flying pilot (Captain) reduced the speed to 250 kts and then set the speed to managed speed. This happened on climbout departing ZZZ on the ZZZZZ SID. The First Officer was the non-flying pilot. Cause: 35 hours in seat and the second flight in two months.Suggestions: Having more time in seat; before having an extended break from flying.




Synopsis: Pilot reported exceeding 250 knots below 10;000 feet.
Date: 201303
Local time of day: 1801-2400
Location: SMO.Airport, CA
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D SMO
ATC / advisory: Tower SMO
Second aircraft: Golden Eagle 421
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Chart Or Publication; Procedure; Weather
Primary problem: Procedure

Narrative: A C172 was holding short for release. LAX gave the release but there was a jet on final that would have lost separation if and when he went around so I told the Flight Data Controller to let LAX know that I would depart the C172 after that aircraft landed. The Citation landed without any issues and I was briefed that no one had gone missed even though the weather was marginal. I put the C172 in position and told him about the twin Cessna on final that I previously slowed to make the situation work. I departed the C172 and switched him to Departure. The twin Cessna on final started to close the gap and separation was most likely lost when the twin Cessna declared that he was going missed. Their error was a misjudgment on my part. Having not seen the situation in some time and pressed against a release window; I forced the issue. I believe that the approach plate for this airport is a contributing factor to my error and others like it at SMO. It is published as a circling approach but the circle is never allowed. Pilots that are unfamiliar with that fact; tend to not fly the approach to minimums because they assume they can circle. This is the cause of a large number of missed approaches at this airport.




Synopsis: SMO Controller described a loss of separation event during marginal weather when spacing judgement was flawed; the reporter noting the published approach chart could be a contributing factor.
Date: 201909
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a spoiler 5 fail. We were informed by Dispatch and [Technical Support Maintenance Control] that we would not be able to retract the flaps after extending them to a landing position; whether in flight or on the ground. We decided; as a crew; to land flaps 20. This was done in case we had to do a go around since we didn't want to be stuck at flaps 25/30 for a go around in case that became necessary. We [Requested Priority Handling] because of the spoiler fail and the resulting non-normal landing configuration (flap 20). Normal approach and landing. Fire/rescue did an inspection after landing.




Synopsis: B787 First Officer reported an indication of a #5 spoiler failure which resulted in a partial flap approach and landing.
Date: 201310
Location: MMMX.Airport, FO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: Autothrottle/Speed Control
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Ambiguous

Narrative: The flight was cleared to fly the standard arrival into Mexico City (MMMX) to Runway 5R.  The aircraft was flying with the autopilot and autothrottle engaged; fully configured at final approach speed; in LNAV with the ILS approach armed; turning inbound to final on the arrival and on profile. As the localizer and glideslope became active; the autopilot and autothrottle systems attempted to capture the localizer and glideslope.  The autopilot went into an aggressive bank in its attempt to capture the localizer and glideslope while the autothrottle lagged in its power application causing the airplane to enter into Alpha Floor.  The Captain intervened and disconnected the autopilot and autothrottle systems and exited Alpha Floor while continuing to fly a visual approach manually to an uneventful landing on Runway 5R.




Synopsis: A319 Captain reports entering Alpha Floor during localizer capture for Runway 5R at MMMX; with the autopilot initiating an aggressive bank. Both autothrust and autopilot are turned off and the approach is completed manually.
Date: 202001
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: Marginal
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: UAV - Unpiloted Aerial Vehicle
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: Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Between HUNDA and LIMMA; we saw a drone go right over us while on ILS final.  We told Tower.  Landed uneventfully.  [I] suggest a drone radar.




Synopsis: Captain reported a NMAC with a drone on final to Runway 25L at LAX.