elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 0601-1200
Location: MSY.Airport, LA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower MSY
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Between 95-100 knots on takeoff roll; the Takeoff Warning horn and Takeoff Warning Config light momentarily sounded/illuminated due to the LE Flap Transit light momentarily coming on.  The Captain; pilot not flying (PNF) called continue based on the airspeed being greater than 80 knots.  The LE Flap Transit light subsequently went out within the span of a couple of seconds and the takeoff was continued.  Airborne and enroute; we reviewed in detail the checklist and were prepared if the LE Flap Transit light were to come on during landing.  The system worked normally upon approach and landing.Contract Maintenance met us at the aircraft in order to diagnose the problem.  Although this situation very alarming during the takeoff roll; it was handled properly and professionally by both the Captain (PNF) and the FO; pilot flying.


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


Synopsis: B737-700 flight crew reported they noticed the takeoff warning horn and LE Flaps Transit illuminated on the takeoff roll at about 90 KTS. They elected to continue since a quick scan showed all appeared normal.
Date: 201507
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: ORD hold short: was given a clearance to hold short of taxiway G on T followed by a clearance to hold short of the approach path for Runway 9. As we approached G we were asked by ground to hold short of G and that we'd missed the Runway 9 approach point. We never saw any markings on the taxiway or the sides. ORD needs to improve their signage for that point.




Synopsis: Flight crew Captain; southbound on Tango at ORD is told to hold short of Golf which is missed; then to hold short of the approach path for Runway 9R which is also missed. Lack of signage is cited as a factor.
Date: 201909
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Indicating and Warning - Lighting Systems
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: Aircraft had maintenance accomplished 3 days earlier for the Captain's System Annunciator Panel being inoperative. During cruise flight; the center fuel tanks depleted and resulted in a correct Master Caution with an incorrect System Annunciator Panel indication of 'doors' instead of 'fuel.' Upon closer examination; I determined that the Captain's System Annunciator Panel had an FO (First Officer) System Annunciator Panel installed thus giving the incorrect indication. Everything worked as expected; but the System Annunciator Panel light cover had the incorrect part installed.Maintenance installed the wrong part. Multiple flight crews missed the error since the lights were working; but the wrong indications appeared. Maintenance needs to ensure right part is installed. Flight crews; including me; need to look more carefully at the specific System Annunciator Panel light indications when accomplishing the recall check.




Synopsis: B737 Captain reported Maintenance installing incorrect System Annunciator Panel; causing aircraft to fly several flights in an unairworthy condition.
Date: 201907
Local time of day: 1801-2400
Location: IAD.Tower, DC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower IAD
Second aircraft: A330
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: Aircraft Y was departing. Aircraft X had landed and was instructed to taxi and HOLD SHORT of the runway and REMAIN on Tower frequency. As Aircraft X was taxiing east on the taxiway Aircraft Y was cleared for takeoff commenced its takeoff roll. As Aircraft Y is accelerating down the runway Aircraft X is approaching the runway. The Ramp Tower calls over and asks (paraphrasing): 'if they can bring in that [Company] in on TWY (Taxiway) E' (referring to the Airbus on). This was due to the fact that Aircraft X had initiated contact with the Ramp; on its own; prior to crossing the runway.I quickly told Local Control to confirm that Aircraft X was still on his frequency AND was holding short of the runway. To say that my heart leapt out of my throat would have been an understatement. Once Aircraft Y passed the taxiway intersection Aircraft X was instructed to cross the runway and contact me on Ground Control.At that point; I calmly explained to the pilot that he is NOT to contact the Ramp prior to crossing ANY RUNWAY without being explicitly instructed by ATC. Apparently; pilots are initiating early calls to the Ramp to expedite their taxi. However; they are not aware of our Letter Of Agreement (LOA) with the Ramp Tower that states that once transfer of communications to Ramp is done; we have taken care of ALL conflicts. So; because Aircraft X was on the Ramp frequency; the Ramp Controller could have told Aircraft X to continue on into the ramp; assuming that ATC had resolved any conflicts/issues prior to transfer of communications (as per the LOA). It is very fortunate that the Ramp Controller chose to ask about Aircraft X and NOT assume it was OK for it to continue its taxi. Pilots need to be briefed on the importance of maintaining communications integrity and NOT contact the Ramp Tower early; especially when an active runway lies between them and the ramp.




Synopsis: IAD Local Controller reported an aircraft contacted the Ramp Controller for clearance into the ramp too early while still on an active taxiway.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Citation Excel (C560XL)
Operator: FBO
Operating under: Part 91
Mission: Training
Reporter organization: FBO
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Other Training
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I would like to express my concern about the training materials and procedures that I received. My concerns: 1. There is a huge disparity between the XL & XLS emergency checklists simply because the XLS has not been updated even though the aircraft are nearly identical.2. Because of training mandates from their primary contractor; they teach that flaps 15 should be the 'normal' flaps for takeoff even though it is the wrong setting for 95% of all takeoffs. Flaps 7 should be the 'normal setting'; unless some unusual runway requirement dictates. 3. Though the aircraft are nearly identical; one requires that the ignitors be turned on for an emergency descent and the other not. The ignitors are NOT needed for this procedure and introduce the potential for operating the wrong switches in a demanding; dark cockpit.4. Both aircraft fail to require that the battery 'temp' be observed prior to selecting 'emer' with a battery over temp. This significant step should be added to the checklist.5. The 'cabin isolation switch' should be opened if cabin smoke or fire is experienced. It should be added to both aircraft type checklists for obvious reasons.There are other procedural differences between the nearly identical aircraft that should be corrected in a timely manner. These and the many other discrepancies and errors may seem like minor items until you consider that their crew members jump between the two types on a daily basis.




Synopsis: CE-560XL/XLS pilot reported he felt training was inadequate on for these aircraft.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Cowling
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Company Policy; Equipment / Tooling; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After pushback and leak check of another aircraft; I then drove the Maintenance van to the gate to park Aircraft X. Upon arrival at gate; I then verified that there were no obstacles in the parking area. I then parked the maintenance van in the safety area to the aircraft's left-hand side. As I walked from the van to the tug; my direction of travel took me under the jetway. As the B737-500 aircraft arrived; I stepped up on the tug forward of the right-hand seat. Using the illuminated wands; I then began directing Aircraft X in; constantly scanning from the nose tires; to the [guide-in] center-line and wingtips; [while] bringing Aircraft X to a stop line; the most noticeable one to me from my position. I never recognized the -500 stop line. In the dim lighting; my vision was on the only visible stop line [nearest] to me; resulting in ground equipment impacting Aircraft X; denting the inlet of #1 Engine at the 11 o'clock position. We then took Aircraft X back to the hangar and removed the inlet. Graveyard [shift]. [Suggest] having better lighting; bigger; brighter contrasting colors on the stop lines. Some color more noticeable than yellow and black in the dim light. Having at least two people to park an aircraft; the second person to stand off to the side of the correct stop line with the chocks; thus giving a better visual reference to the person directing.




Synopsis: A Mechanic waved in a B737-500 aircraft into a terminal gate beyond the stop line for a -500 aircraft resulting in damage to the inlet cowl on #1 Engine.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: Soon after takeoff I noticed both sides of 10th stage manifold showed higher than normal pressure. Observed pack temperatures were low with associated cold cabin indicated temperature. With temperature adjustment in automatic mode unsuccessful attempted manual adjustment. With temperature adjustment somewhat successful remainder of climb was uneventful.After some time; approximately 25 minutes in cruise; at FL350 a right pack HI TEMP caution message displayed.Knowing we were above single-pack altitude we requested and initiated a descent. With experience and QRH discussion we expected to be able to recover the pack after it cooled but that proved to not be possible.During descent Cabin Altitude caution followed by Cabin Altitude warning. Leveled at 10;000 MSL and after Dispatcher concurrence continued to a landing at ZZZ. Passengers were briefed and updated a number of times.These older aircraft have proven unreliable and maintenance intensive. Irregular pack high output pressure after takeoff and in cruise leading to the event; I believe. Some passenger O2 masks failed to deploy.More intensive maintenance and test flying to detect issues with these old and proven unreliable aircraft.




Synopsis: CRJ-200 Captain reported a pressurization overheat and passenger oxygen system issue during cruise.
Date: 201708
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: The aircraft was joining an airway and the Minimum Enroute Altitude (MEA) was 10000 feet. The aircraft was at 7000 feet on a different airway before this point. He had to ask me for a climb and then that is when I noticed the MEA was higher. I climbed him and he was still above the MVA so safe for terrain. Then my attention was elsewhere and his climb rate had slowed he was in the 8700 foot MVA at 8800 feet but I estimate he did enter that MVA below 8700 feet based on climb rate. I should have put aircraft on a vector to remain within the 6400 foot MVA until I was sure they could meet the 8700 foot MVA and then vector to rejoin the airway.




Synopsis: A Controller reported they vectored an aircraft below the Minimum Vectoring Altitude.
Date: 201904
Local time of day: 0001-0600
Location: PCT.TRACON, VA
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower DCA
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: VIP movement. Aircraft Z. Tower called and asked if I wanted the two aircraft that were to be taken off the approach. I told them to go to [controller]. The Tower turned the airplanes directly into Finals Airspace with zero coordination with me or [controller]. It is only a matter of time before someone gets hurt. Retrain DCA Tower. Please follow the LOA. Finally remove the absurd restrictions for VIP movements. Somebody will get hurt. OJAAY and DCAFR cannot continues to absorb so many aircraft on vectors. DCA Towers' restrictions on VIP movements are excessive.




Synopsis: Potomac TRACON Controller reported lack of coordination during a VIP movement that led to an airspace violation.
Date: 202001
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On arrival into BUR; we were at 8;000 ft. Controller gave us a 'Descend and maintain 4;000 ft.' Pilot Flying set 4;000 ft. and we began descent. At about 4;500 ft.; we said to each other this doesn't look right. We were about to query ATC when we got a terrain alert. We began to comply with the alert starting a climb. ATC also at that time issued a terrain alert and to maintain 5;000 ft. We had a visual on terrain in front of us and it was no factor; as we were already climbing. We were given a phone number. ATC on the phone call (on the ground) apologized and admitted fault (after listening to the tapes) of giving us an incorrect (too low) altitude.I've been into Burbank VERY MANY times. I know that 4;000 ft. was too low for that segment. We were on the last leg of a long day; however; I felt alert and didn't feel fatigue was an issue for me personally. We were distracted by a few other items and we were also in moderate turbulence. It was the Controller's fault; but I should have noticed the problem sooner.




Synopsis: B737 First Officer reported ATC assigned too low altitude resulting in a EGPWS Terrain Alert.
Date: 201810
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Descent
Airspace: Class E I90
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was the flying pilot on the ZEEKK 2 Arrival into IAH flying the Runway 26R transition when ATC offered us Runway 27. We accepted the 27 Runway when we were 1 mile from ZEEKK intersection. I attempted to reprogram the FMC when I noticed the aircraft not turning toward the next point in the RNAV arrival; BLUUZ. I put aircraft in heading mode and attempted to correct back to the RNAV course between ZEEKK and BLUUZ and directed the Pilot Monitoring to program the FMC for the new transition and runway. He did so expeditiously and I selected LNAV. The aircraft failed to intercept the RNAV course to BLUUZ; so I again selected heading mode to correct back to the proper course (flew through the course to the south by approximately 1 mile with turn radius). At this time Approach Control queried us if we were having any problems and gave us a new clearance direct to TRANN on the ILS 27. We never deviated from course more than 1 mile during both heading corrections.




Synopsis: Flying Pilot reported accepting a runway change; made the change in the computer; reporter noticed aircraft not flying correct course; ATC issues clearance to another intersection to resolve the issue.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke warning light went off. Cabin had filled with smoke. Cockpit was filling with smoke. We began the emergency descent. ATC cleared us to the airport. Below 10;000 feet we were still doing about 256 KTS. The gear was dropped 226 KTS. It was an emergency so no prevention can be taken. Smoke; possible fire in flight.




Synopsis: At altitude the crew of a DHC 8-400 responded to a smoke filled cabin and smoke invading the cockpit by advising ATC; initiating an emergency descent; and landing.
Date: 201908
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
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: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flight arrived into gate; as ramp crew was chocking the nose wheel Flight Attendant poured hot coffee down the drain; which drains by the nose wheel of the aircraft.  Ramp Agent is performing the work of putting the chocks in to secure the aircraft. This practiced almost burned the Ramp Agent.




Synopsis: Ramp Agent reported Flight Attendant poured hot coffee down galley drain; narrowly missing ground personnel.