elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1801-2400
Location: HRL.Airport, TX
Flight conditions: VMC
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower HRL
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: Pushed back onto Taxiway 'A' at HRL.  Completed the After Start checklist and Before Takeoff checklist down to the line prior to commencing taxi.  Conditions were CAVU; however; the lighting was poor. We were given clearance to taxi to RW 35L via taxiway 'A' and hold short of the runway.  I (First Officer) had never been to Harlingen; so; I was unfamiliar somewhat other than the standard airfield study/prep.  As we approached the runway; yet still pretty far from Runway 35L; I noticed what appeared to be hold short markings and brought it to the Captain's attention.  He began to brake as soon as I said it; but the aircraft ended up approximately 20 FT past the hold short marking.  The aircraft was still well clear of the runway  and there was no conflict with any other traffic.  Ground did not contact us on the matter. The hold short is in an unusual location and there is no depiction on the airfield diagram and there are no  notes 'spelling this out.'  Recommend both a note and notation on the airfield diagram.  Lighting is also  poor (which makes this even more of a hazard).


Second narrative: I always do my best to maintain my attention 100% while operating the aircraft. I will just continue to do the same. I believe I made a mistake. The hold short line on A taxiway to rwy 35L has to be depicted on the taxiway chart and maybe mention it could be a hot spot to make an error. Also; there should be a note advising crewmembers the hold short line is way back from the approach end of rwy 35L. The company briefing pages should also mention this unusual hold short spot.


Synopsis: Air carrier flight crew reports inadvertently crossing the hold line for Runway 35L at HRL due to its great distance from the runway.
Date: 201502
Local time of day: 0601-1200
Location: VHHH.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started the APU 15 minutes before push back. Approximately one minute later the cockpit and cabin began to fill with smoke. We immediately shut down both packs; the recirculation fans; and the APU. The smoke dissipated quickly. We called station maintenance; dispatch; and Maintenance Control. Station maintenance wanted to trouble shoot the problem; but we decided to deplane the passengers before troubleshooting. It was determined that the problem was APU oil entering the pneumatic system. The APU was deferred. Dispatch and Maintenance Control were consulted and we were dispatched with release 02. After a ground air start at the gate and a cross bleed start after pushback we began the after start checklist and the air conditioning smoke returned along with the flight crew rest smoke alarm. We immediately shut down both packs and both engine bleeds and returned to the gate. Maintenance; station; and dispatch were notified of our status and the flight was cancelled.




Synopsis: During preflight a B777 flight crew shut down the APU; pneumatic system and the packs when the cabin filled with smoke shortly after the APU was started. After Maintenance investigated and deferred the APU due to its oil entering the pneumatic system the flight was boarded and began taxi. Shortly thereafter; the smoke returned to the cabin; the shutdown procedures were repeated and the aircraft returned to the gate where the flight was canceled.
Date: 201506
Local time of day: 1801-2400
Location: HCF.TRACON, HI
Light: Night
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C OGG
ATC / advisory: TRACON HCF; Tower OGG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was inbound on the localizer for ILS Runway 2 approach into OGG.  At about 9 DME; Aircraft X's data tag disappeared off my scope.  I then called OGG tower and asked if they had the data tag.  They didn't have it so I manually coordinated the call sign and approach they were on.  I don't know the reason why it happened but I think there was another aircraft that had the same call sign so someone decided to remove this one. If it was another aircraft with the same call sign; the company should be told not to file planes on the same day with same call signs.  This happens quite frequently with the local companies but normally I would just change the new aircraft to the same and add the letter 'A' to the end.  I think another controller removed the call sign to use it for the new aircraft.  We should have procedures for this too.




Synopsis: A Honolulu Control Facility (HCF) Controller reports of losing a data tag with an aircraft on a 9 mile final. The Controller coordinates with tower; but doesn't know why the data tag went missing. The Controller assumes someone dropped the data tag because of a different flight with the same call sign.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Icing
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure; Weather; Aircraft
Primary problem: Procedure

Narrative: Airplane was de-iced before we got there. When I did my preflight walk-around I had seen that the plane was de-iced and made sure that the wings didn't have frost on them. Completed my inspection satisfied that I didn't see anything on the wings. As we pulled away from the gate the ice truck blinked its lights at us to get our attention. They were on the left side of the airplane (Captain's side). We contacted them and they said they had seen frost on the top side of the winglet on the right side of the airplane (First Officer's side). I looked back and saw the frost on the winglet; which hadn't been hit with de-ice fluid. So we stopped and had them spray it off. Later [we] discussed how they could see it because at the gate the wing was on the far side relative to the truck and when we turned they could see the top side of the winglet. So we came to the conclusion that they knew they missed it and didn't tell us until we started to taxi. I checked the wing for frost because of the low temps; made sure that the wing was frost free; but I overlooked the winglet.




Synopsis: Taxiing CRJ900 flight crew was alerted to frost on the starboard winglet by personnel in de-ice truck. First Officer had overlooked the winglet on walk-around.
Date: 201306
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff; [we] advanced engines to stabilization EPR. Advanced throttles to takeoff and right engine did not spool up past 1.15 EPR. [We] received an ECAM and aborted takeoff. Exited runway; called Dispatch; Maintenance; and returned to gate.


Second narrative: While Captain was advancing throttles for reduced thrust (FLEX) takeoff; I noticed that the EPR for the Number 2 Engine stopped advancing past the initial stabilization checking EPR of about 1.1. Both throttles were advanced normally; but only the Number 1 Engine was advancing normally. Initially; I thought Number 2 was not advancing due to the Keep Out Zone and the high outside temperature which I had seen numerous other times in LAS. However; this time we also got an ECAM message and the Captain rejected the takeoff. He later told me he was also having difficulty maintaining directional control with the large difference in EPRs between the two engines. The ECAM message disappeared before we could see what it was. I notified Tower of our rejected takeoff; the Captain made the PA announcement for the passengers to remain seated; and the rest of the Rejected Takeoff Checklist was completed after clearing the runway and stopping the aircraft.


Synopsis: A319 flight crew reported they rejected their takeoff when the Number 2 Engine would not spool up beyond 1.15 EPR.
Date: 201303
Local time of day: 0001-0600
Location: ZMA.ARTCC, FL
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: [Two MD88's were] both at FL280. Air Carrier XXXX was first. A speed was an assigned to trailing Air Carrier XXYX of not to exceed 270 KTS. Air Carrier XXXX read this back. R-Side recognized the overtake of back aircraft and descended it to FL260. Aircraft did not read back so R-Side assigned it again and obtained the read back; similar sounding call signs. Not having company with similar sounding call signs at the same place and same time.




Synopsis: ZMA Controller described a potential loss of separation event claiming similar sounding call signs was the primary causal factor.
Date: 201901
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On the River Visual to 19 when maneuvering we received an obstacle alert from GPWS. The approach was set up right in the FMS and I was only slightly below the snowflake; however the descent rate was around 1500 fpm which I was actively correcting and may have led to the alert. Keep descent rates at 1000 fpm or less even above 1000 feet and turn earlier on the River Visual 19.




Synopsis: CRJ-700 First Officer reported receiving a GPWS Alert during River Visual 19 approach possibly due to a high descent rate.
Date: 201405
Local time of day: 1201-1800
Location: OKC.TRACON, OK
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 OKC
ATC / advisory: TRACON OKC
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: Aircraft X on vectors to final RWY 35R OKC from DECKK leaving 15;000 for 6;000 as per the 'flow.'   My co-worker initially assigned 6;000 to Aircraft X but suggested amending altitude reference unknown but suspected VFR flight school traffic.  This traffic is well known and flies in the area daily.  What is unusual is that this unknown traffic was much higher than usual.  The aircraft was maneuvering between 5;000 and 7;000 feet.  I stopped Aircraft X's descent and turned him NW bound away from traffic.  As I did this unknown traffic turned west also causing conflict again.  I issued traffic to Aircraft X at least twice.  He saw the aircraft and was able to once again turn and descend on course.  A third co-worker watched the unknown target become identified by OUN Tower as Aircraft Y.  We never had any contact with this unknown aircraft.  About 10 miles later he once again came into conflict with a second unknown but suspected aircraft maneuvering 12 south of OKC on final RWY35R.  This aircraft was just outside of the Class C but inside of the associated outer ring.  Aircraft X saw the traffic and once again adjusted his flight path to avoid traffic.  Aircraft X spoke to the OKC Tower Controller about the VFRs after landing but did not contact the TRACON.Inform flight school of the danger of maneuvering in this area when multiple aircraft are inbound to OKC final and OKC satellite airports.  This is a constant problem with airlines and other GA aircraft performing TCAS/RA maneuvers or being vectored away from VFR practice area aircraft causing delays to air traffic.  Suggest to the flight school to either call for flight following; fly at a lower altitude or maneuver elsewhere.  This is not illegal; but highly dangerous.  This happened two other times today.




Synopsis: OKC Arrival Controller reports of VFR traffic from a flight school getting in the way of the arrivals coming in to the major airport.
Date: 201710
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Relief Pilot
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZZ. Just prior to ZZZZZ Intersection at approximately 3000 feet we experienced a loud banging noise; and yaw. We determined that it was engine #1 and followed the Engine Surge/Stall checklist. We leveled off at 6000 feet and held while finishing checklists. Performance data indicated we could land overweight within the confines of the runway and save the 50k kgs of fuel. After landing; and as we taxied in we received an EICAS msg for BRAKE TEMP. The indicators showed temps of 5 through 8. The aircraft was parked and it was noted on the post flight that several tire fuse plugs had melted and the tires had lost inflation.


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


Synopsis: A 747-400 flight crew reported a failure of the #1 engine during climb out. The engine was secured and a heavyweight landing was successfully accomplished at the departure airport.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: While conducting a Captain OE (Operating Experience) I was doing the exterior pre-flight and noticed a large area of oil under the left engine on the ground.  When looking closer I could see a large area of old oil dripping from under the cowling and could see active drips on the pavement.  I consulted with my OE student and he entered a log item in the ACARS while I called OPS on the VHF radio to have Maintenance come out to inspect the engine.   I then went back to the ramp level to speak with the technicians.  When the two maintenance technicians got to the plane; they told me the oil was from an over service of the engine.  They then inquired with the mechanic that did the ETOPS service check and he said he did not add any oil to the engine.  They then told me it was from the scupper and that it was normal leakage.  I was not sure that this was true and asked if they would open the cowling to have a look.  One mechanic opened the cowling and he just lifted it slightly but did not investigate beyond a cursory look and told me he would sign it off as it was fine and nothing to worry about.  We accepted the aircraft and flew to ZZZ.  As we progressed; I noted we were losing approximately one quart of oil per hour. During our five-hour flight our quantity in the left engine dropped from 21 to 16.  We made another log entry for our arrive at ZZZ.  After parking I went to the ramp level and noticed the oil was already pooling beneath the engine less than 15 minutes after arrival. I checked the maintenance action on the flight after our write up and saw ZZZ Maintenance found a broken seal on the left IDG (Integrated Drive Generator).  This is very concerning as the ZZZ1 Maintenance team placed us in a position where could have lost the IDG; engine and or created a fire hazard during a 180-minute ETOPS flight.




Synopsis: B767 Captain reported misgivings over lack of attention to an engine oil leak prior to an ETOPS flight by the maintenance team at departure airport.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DJI Phantom 4 Pro
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Surveying / Mapping (UAS)
Flight phase: Takeoff / Launch; Landing; Hovering (UAS); Cruise
Airspace: Class B ZZZ
Reporter organization: Commercial Operator (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other post flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Software and Automation
Primary problem: Human Factors

Narrative: I made a residential structural sUAS using DJI GO4. Relied on DJI's GEO Fencing to alert me when I was in controlled airspace instead of checking with LAANC provider or FFA's UASFM. The mistake was caught during monthly flight review by manager.We have discussed the error in flight planning and shall verify all airspace before every flight using either FFA LAANC provider or UASFM.




Synopsis: UAS pilot did not check location during flight planning and conducted a flight within controlled airspace.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Bonanza 36
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing on the runway the left main tire went flat. I was unable to taxi off the active runway and the Tower was notified of this. I had one passenger and after shutting down and securing we exited the aircraft to access any damage. The Tower had notified the Fire Crew and FBO for any assistance. Maintenance arrived and we jacked the aircraft up removed the tire and Maintenance replaced the tire and tube. We removed the jack from the aircraft and I taxied the aircraft back to the FBO. I ask for the shop to inspect the left main for any damage to the wheel or gear assembly.




Synopsis: A BE36 main gear tire failed on landing so the pilot; unable to taxi off the runway; had Maintenance replace the tire on the runway with Airport Rescue and Fire Fighters standing by.