elihoole/asrs-aviation-reports huggingface dataset:
Date: 201601
Local time of day: 1201-1800
Location: MUGM.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
ATC / advisory: Center MUFH
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During a ferry flight; we were cleared 'as filed.' Final cruise altitude was FL310 TO BE MAINTAINED till DAVOL intersection which was our filed 'TOD' (top of descent). We received positive clearance to follow such flight plan from BOTH Kingston Center AND Havana Control. Upon later review of our flight we (my Captain and I) came to question the legality of such company approved flight plan since even if we're properly cleared by Havana Control to enter their airspace at FL310 (as per our flight plan approved and filed by our company dispatch department) we should have crossed DAVOL intersection (Cuban airspace entry gate) at an altitude below FL180. Since Cuban AFS for military protocol requires to be conducted under VFR denying them of altitude at or above FL180. Our concern as a flight crew is that because the current lack of proper training and supervision of some of our dispatchers; other crews may be misled in following company approved flight planning; illegal in nature leading to a violation with punitive consequences; if not worse.In the future we will be extremely critical of future services provided by our company dispatch while reassured proper remedial training has been provided and improved supervision is in place. Safety through knowledge and professionalism should be the common goal.




Synopsis: B737 First Officer believes that his flight to MUGM may have entered Cuban airspace at an inappropriate altitude since Cuban AFS for military protocol requires flights to be conducted under VFR denying them of altitude at or above FL180.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Initial Climb; Climb; Parked
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cargo Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We took off out after a very normal and uneventful start-up and taxi out. At all times all door indications showed green and closed. As we climbed through around 4;000 feet MSL the First Officer and I noticed the aircraft not pressurizing normally. The cabin rate was climbing at the same rate as the aircraft. No delta Pressure. We were assigned 10;000 feet; but leveled off at 6;000 feet. We ran the QRH and determined the aircraft was not pressurizing at all since the cabin altitude was stable at 6;000 feet. To test it we attempted a climb at 500 FPM to 8;000 feet. Our assumptions were confirmed when the cabin alt climbed at 500 FPM also. We descended back to 6;000 feet MSL. At that point we returned to the departure and taxied into the gate without any other abnormalities.We had no abnormal indications in the cockpit at any time other than the unusual cabin altitude. Once reaching the gate and deplaning the aircraft we found the cargo door not closed flush; but the handle was in the closed and locked position. We had field Maintenance check all seals; edges and tracks for the cargo door. He then ran a pressure test to ensure that was the problem and it was confirmed. Better training of ground personnel (the bag handler that was responsible was very new) and better vigilance of ground personnel when checking all doors closed before pushback.




Synopsis: A CRJ-700 returned to the airport after takeoff because the aircraft was not pressurizing and found that a relatively new employee had not properly closed the cargo door; but no door warning was activated.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Observer
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out other [flight crews] could see vapor or fluid coming from left wing area. We were unable to determine what fluid this was or whether it was continuing. So; we decided to make a precautionary landing. We had to orbit the area to burn fuel down to reach our max landing weight. This took approximately 30 minutes. Fuel seemed to burning down normally; though we did extend gear and flaps to keep speed low and fuel flow high; to expedite to landing weight. We had approximately the following fuel load on landing: Left tank-14.3 Right tank-14.7 Center tank-3.5. I did ask for the fire trucks at the runway; as a precaution. We landed which was uneventful. After rollout we cleared the runway and I set the parking brake. I had the fire crew do an inspection of the left wing. They stated that there was fuel coming from the left wing area. I then started the APU and shut both motors down. I also shut the fuel boost pumps off. This seemed to slow the leak to just a few drops. I then asked to be tugged back to the ramp.




Synopsis: B757 Captain is informed of vapor or fluid coming of the left wing after takeoff by observers on the ground. The crew elects to return after burning fuel down to maximum landing weight. ARFF reports a fuel leak after landing.
Date: 202101
Local time of day: 0601-1200
Location: FPR.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D FPR
ATC / advisory: Tower FPR
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Took off from FPR approximately XA:40. Told to watch out for Aircraft Y. Had aircraft in sight. At about 1;000 feet; lost sight of Aircraft Y; he was below me at time of losing visual contact. I was closing on his aircraft. I took evasive action by turning right and climbing to 1;400 feet where I could see sky was clear of aircraft. At this time my radios started to have a lot of static; could not hear anything. We proceeded out of area to ZZZ; landed to see if radios could be fixed by changing headsets. Changing intercom helped a little.




Synopsis: GA pilot reported an airborne conflict during departure from FPR airport after losing sight of another aircraft resulting in evasive action.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Deviation / Discrepancy - Procedural Security; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A B737 was cleared to land at dusk. The runway was scanned; lights were on. Upon landing and roll out; the B737 was instructed to turn left at Golf; cross Runway 7L; and taxi to parking. The B737 then reported an animal on Runway 7R; at Taxiway Echo. The B737 then reported it was a two legged animal; a person. The runway was scanned with binoculars; and a person was observed in the grass between runways.  Airport Safety was called; all surfaces were then closed temporarily. Two aircraft were held on the ground; one aircraft made 'S' turns prior to landing. Airport Safety apprehended the individual after crossing both runways; and two taxiways. The ASDE/AMASS did not alert. The person could only be seen through binoculars. I did not observe the incident until alerted by the Local/Ground Controller. The pilot from the B737 called; and stated that he was not doing any paperwork; although he understood the fact that we had to. The closest proximity was about 1;000 FT.




Synopsis: Tower Controller was advised by a landing aircraft that a pedestrian was on the runway; the pedestrian not visible from the Tower without the use of binoculars.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was called by my Chief Pilot from my employer. I had submitted my CFI for renewal; and he was called by the FISDO (Flight Inspection Safety District Office) and told I didn't have a valid CFI. My CFI read 'Instrument Airplane.' I have been flying for this company teaching single engine airplanes to military students for 8 months. I am a prior Air Force instructor pilot in T-38s with 1;400 plus instructor hours. I believed since my CFI read Instrument Airplane I was qualified to teach anything on my ATP/Commercial license. My company missed it as well during my initial training. The CFI card states that it is only valid with your pilot's license.To acquire my CFI I took the military competency exam. I met with the FSDO three separate times to ensure I had what I needed to teach flying in a single engine aircraft. I have since learned I do not.I have flown almost 400 hours with students since last July; including 7 students whom I soloed. I finally heard from the local FSDO (Flight Standards District Office) today asking me 'what happened.'I am currently working with a very experienced CFI and FAA evaluator to complete a check ride and add single engine to my CFI.This may be something that needs clarification in the CFI community. Every CFI I have shared my situation with immediately pulls out their license to see if they are legal.




Synopsis: A CFI discovers that his CFI card did not qualify him as an instructor after working as a flight instructor for more than eight months.
Date: 201603
Local time of day: 0601-1200
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Turning in to gate; a ground operations vehicle crossed directly in front of our aircraft. The vehicle was moving at a high rate of speed from the aircraft right toward aircraft left; through the safety zone (directly across the J-line). To avoid a collision; I aggressively applied maximum wheel brakes; bringing the aircraft to a violent stop. After the vehicle had cleared the safety zone; we taxied in to the gate normally.I addressed what had happened with a Ramp Supervisor and other station personnel shortly afterwards. They stated that they would be able to review the security camera footage of the event.The drivers on the ramp need to be aware of what is going on around them and avoid driving directly in front of large; moving aircraft with spinning jet engines.




Synopsis: B737 Captain reported executing an abrupt stop when a ground operations vehicle crossed directly in front of his aircraft near the gate area.
Date: 201710
Local time of day: 0001-0600
Location: SJC, CA
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X descending on BRIXX arrival for SJC to 12;000. Aircraft Y descending on BDEGA for SFO to 11;000. Aircraft Y was advised of traffic and cautioned for wake turbulence on Aircraft X restricted above descending to 12;000. Aircraft Y requested a vector to get away from wake. I turned to 160. Shortly after; I observed Aircraft X descending out of 11;800 and advised it should be leveling at 12;000. Aircraft X advised that's not how he understood his clearance. Brasher statement issued.Remove MEA altitudes on BRIXX arrival after BRIXX to reduce confusion with descend via altitudes.




Synopsis: NorCal TRACON Controller reported that an aircraft descended below assigned altitude causing a loss of separation with a heavy aircraft.
Date: 201707
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport
Primary problem: Airport

Narrative: On approach to runway 27R in PHL after clearance to land an aircraft crossed the runway in front of us.  There was no call from the tower about this aircraft crossing; and we heard no call from the tower telling this aircraft to cross.  As we continued another aircraft stopped short of the runway; then on a short final the aircraft holding short of the runway started to roll onto the runway at the rate the aircraft was rolling we would either be in the flare or on the ground before the aircraft cleared.  I called a go around.  When I called the go around to the tower they told us the traffic was in taxiway Y.  This taxiway is just beyond the end of runway 27R and at the altitude we were when the aircraft crossed there would be no way of us telling that this aircraft was not crossing on the runway unless notified by the tower.




Synopsis: Captain of a medium sized turbojet reported that the proximity and arrangement of a taxiway makes it appear as if taxiing traffic is on runway 27R.
Date: 201401
Local time of day: 1201-1800
Location: OGG.Airport, HI
Flight conditions: VMC
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 E HCF
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; 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 Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I took a point on the inbound that was cleared into Maui Airport. The R10 Controller said the flight would be doing the RNAV-Z approach. When the pilot continued on the HAIKU Arrival past the point to turn in for the RNAV-Z; I asked R10 if he was sure that the pilot didn't read back the RNAV-Y. I pulled up the HAIKU Arrival on my scope; and I showed the R10 Controller; and the Supervisor at the time that it looks like the flight went all the way down to the dotted line on my scope for the whole HAIKU Arrival; which would be the RNAV-Y. The Supervisor and the R10 Controller listened to the tapes; and it was confirmed that flight crew only read back the 'RNAV approach' and not the RNAV-Z.This is just a classic readback; hear-back error. Luckily; there was no other traffic; so there was no incident.


Second narrative: During descent into OGG; both Captain and First Officer heard clearance for RNAV Y Runway 2. The Captain readback clearance to ATC. While selecting the approach from the FMS database; the First Officer queried the Captain to verify assigned approach since both RNAV Y and Z approaches appeared in the database. Captain confirmed RNAV Y adding that our published pub set does not include the RNAV Z in paper form or on the ship's EFB. RNAV Y was flown without incident. The Captain subsequently received a call from the company enroute to the hotel to call local FAA. At that time he was informed ATC expected us to fly the RNAV Z approach. No challenge was made with respect to the approach during flight. No other conflict or issue occurred during the flight.


Synopsis: An air carrier crew misunderstood ATC and flew the OGG RNAV Y Runway 2 but had been cleared for the RNAV Z which the crew did not have in either paper or electronic form. ATC said nothing until after the flight.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb; Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruise at 9000 feet MSL; CHT #2 indicated temp of 450 and climbing.  After reducing power and leveling off completely; CHT #2 temp increased continuously.  Contacted ATC and asked to return to ZZZ. Thereafter; CHT #2 Peaked at 550 and then indicator failure occurred. At this point [requested priority handling] and flew the Visual [for Runway] XX to ZZZ. After landing; provided information to ZZZ airport ops.


Second narrative: Cruising at 9;000 feet MSL CHT #2 indicated temp of 450 and climbing. After reducing power and leveling off completely CHT #2 temp increased continuously. Contacted ATC and asked to return to ZZZ. After turning to return CHT on #2 peaked at 550 and the indicator failed. At that time we [requested priority handling] and flew the Visual [for Runway] XX to ZZZ. After landing provided PIC information to ZZZ Airport ops and reported the incident to Chief Pilot at the company.


Synopsis: C172 pilots reported excessive cylinder head temperature resulted in an air turn back.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control
When detected: Other Final Approach
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X ZZZ1-ZZZ low level go around called by Tower due to aircraft on runway.




Synopsis: Flight crew reported on final approach; directed to go-around due to aircraft on runway.