elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My co-worker [and I] were taking a line check with a representative from the FAA on board. The initial climb out instructions from Tower off Runway 33 was heading 210 climb to 4;000 feet.Due to nerves or lack of basic airmanship skills; the PF in the left seat who was being checked blasted through our altitude clearance of 4;000 feet. After multiple call outs from me in the right seat about checking his altitude; I had to physically push the nose down as we climbed through 4;700 feet. At that time we got a TA/RA for a King Air crossing left to right in front of us at 5;000 feet. ATC warned us about the conflict and I responded that we had the traffic in sight. A few seconds later ATC cleared us to a higher altitude once we cleared the conflict.My summary of the events is that due to nerves; lack of basic skills; there is no way to possibly intervene as a PNF when the PF is still way behind the airplane. Things happen at a high rate of speed in a very challenging environment. There needs to be a better way to communicate without having to physically intervene when a conflict arises.




Synopsis: G-150 pilot reported the pilot flying flew through their cleared altitude; triggering an RA NMAC event.
Date: 201708
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Weather elements / visibility: Windshear; Thunderstorm
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: Original flight scheduled to ROC; diverted to ZZZ due to TRs at ROC. At the folder noticed fuel was about 10.3 at ROC no alternate with lots of weather enroute. I added 3k. After takeoff ATC leveled us at 310 initially. They said this would be a final. Sent [Operations] a msg. After a bit they gave us 330 as a final. Enroute we have to deviate for WX quite a bit. On arrival several thunderstorms in the area. We flew over ZZZ and it looked fine. Noticed the radar displayed strong storms east and southeast and south of ROC and closing in on the airport. We were getting vectors for the approach and handed off to Tower. We were on a right dogleg and Tower reported winds gusting to 30 and the last jet that attempted to land was an Airbus 319 that reported +\- 15 and a 600 ft loss on final. I could see the strong rain down shafts and lightning almost at the field and discontinued the approach. At this point we had about 11k on gas. I knew ZZZ was clear and I decided to go. ZZZ is a very short flight from ROC. The FO (First Officer) was flying and I was getting our clearance to ZZZ as well as diverting the box; loading the app; getting ATIS; working the radar; and doing landing data. We landed and I called [Operations] then because I just flat didn't have time to tell them in flight; very time compressed. We blocked in with 8.9 fob (Fuel on Board).  1900 lbs above emergency fuel; glad I added 3k.




Synopsis: Air Carrier Captain reported diverting due to thunderstorms at the destination airport and fuel concerns.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR flight to ZZZ at 4000 feet. Approach assigned a heading of 235 degrees over ZZZZZ with the direction to expect a straight in visual approach to Runway XX. I announced my position over Unicom 10 miles out; later turning base to final and again 2 mile final. ZZZ has a part time Tower that was closed. I was navigating with a new upgrade to my Garmin 1000. I looked up the CTAF 100 miles out and set the frequency identified in the chart for Unicom. This was third flight with the new charts feature and I misread the Unicom as the CTAF when in fact it should have been the closed Tower frequency. The Controller cleared me for the approach but did not advise of any traffic in the area. I did not receive any aircraft proximity warnings on TCAS or ADSB. I descended from 3000 feet about 4 miles out and did not see any traffic in area. The approach and landing were uneventful. Upon landing; I was approached by a pilot who said he was turning base and saw that we were too close and he did a 180 before landing without incident.TCAS did not report a proximity warning. I have reported it to Maintenance. ADSB did not report a proximity warning. Not sure why.I should have double checked the CTAF against my EFB and would have discovered I was transmitting on the wrong frequency.I did not see the other aircraft. He said he was doing touch and go operations. I was scanning a wide area but it was near dusk. When he taxied near me; to tell me about the incident; he did not have on any lights except rotating beacon. This is reported due to the other pilot's notice to me that we had a close encounter. He indicated that he was a low time VFR pilot. The chart he showed me was 10 years old. I am not sure that an actual close encounter by practical standards occurred.




Synopsis: TBM pilot reported an NMAC in the pattern; citing use of the incorrect CTAF frequency as contributing.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Parked; Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Student and instructor took off on a training flight in the traffic pattern. During the preflight; the student had hung the chocks on the boarding step of the pilot's side of the aircraft. Neither student nor instructor noticed that the chocks were hanging on the step when they boarded the aircraft. On initial climb; instructor noted that there was a distinct knocking on the fuselage. CFI queried ATC to look at the aircraft and check if something was hanging but ATC reported all looked ok. When power was reduced on downwind; a moderate to severe vibration developed on the aircraft. CFI took control; declared an emergency and landed the aircraft. Post flight inspection revealed the chocks were hanging on the step and had been banging against the aircraft; causing the vibration. No damage occurred to the aircraft.




Synopsis: Noting a noise and vibration after takeoff; a DA20 instructor pilot declared an emergency and returned to base. Student pilot had left chocks hanging on boarding step.
Date: 201411
Local time of day: 0001-0600
Location: BWI.Airport, MD
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BWI
Aircraft component: Tablet
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: On taxi out from BWI we were instructed to use taxiway E and Tango.  We saw a sign in the distance and as we approached it was the intersection of E and T.  The Jepps 10-9 page does not show taxiway Tango anywhere.  It is very uncomfortable to taxi without a correct 10-9 page for verification.  There is nothing in the Notams or the company information pages to tell the crew that there is no Taxiway Tango on the 10-9 page. Both FO and I were using current updated Jepps on our IPAD. JEPPS 10-9 page needs to be revised and/or aircrew needs to be notified by Notam/company messages that there is an omission on 10-9 page.




Synopsis: Air carrier Captain alleges that the Airport Diagram as displayed on an iPad does not show Taxiway Tango.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was on short call. The crew desk called to assign a 1 day pairing. I woke up and got ready for my deadhead to ZZZ.Once in ZZZ the Captain called operations to find out how we get to SPOT X. Operations mentioned the plane was in Maintenance and it might be a few hours until it was ready. After about :45 minutes Maintenance deferred the R FMC. We received a new release and were taken to the aircraft. Once onboard we both did our normal flows. I also used the FERRY Checklist.We were slightly out of our normal flows and the right FMC was deferred. Once we completed our checklist Maintenance cleared us to start the engines. I started both engines per SOP. The L ENG was a no start. I followed the ECL and contacted Maintenance as instructed by the FM. Maintenance had us restart the L RNG and there were no issues. The Captain called for 'Flaps 5; After Start Checklist. Somehow doing my flow after start flow I set Flaps 1 instead of Flaps 5. We taxied from the Maintenance Hanger to Runway XXL. We completed all of the Checklist. A note: with the right FMC deferred the LWR CTR DU can be used via Display Select Panel (DSP) i.e. ENGCOMMCHKL displaying only one at one time.Taxi was normal and all checklist completed. The Captain was PF and on the application of takeoff power the TO CONFIG Master Warning went off for Flaps. The Flaps were set to 1 not 5. We pulled off the runway and notified Tower. I ran the rejected TO checkout and we taxied back to XXL. The Captain and I discussed how could we have missed that? I set the flaps to 5 and re-ran the Before Takeoff. We checked the brake temps and the FMC and briefed our departure again.Once in cruise we debriefed how we missed such an important item. For my part it is not lack of proficiency; I just flew an trip as PF. Some factors that might have affected me were: the early call; the FMC deferral and the Engine no start. Also; with COVID-19 there are so few flights and we had a tight window to make the only ZZZ2 flight from ZZZ1 today. This self-induced time pressure might have subconsciously contributed.




Synopsis: First Officer reported setting the incorrect flaps resulting in an immediate rejected takeoff after receiving a configuration warning.
Date: 201312
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Aerofoil Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During the takeoff roll in icing conditions with engine cowls and wing anti-ice selected on; we observed an L WING ANTI ICE message remained after applying TO power and rejected the takeoff prior to 80 KTS. We cleared the runway after notifying ATC and ran the rejected TO QRH. We then found a safe place to stop on the ramp and contacted Maintenance. Maintenance had us return to the gate and deplane to check on the problem. After Maintenance cleared the A/C to continue we departed without a further incident.




Synopsis: CRJ200 Captain reports rejecting the takeoff when the L WING ANTI ICE message doe not extinguish when takeoff thrust is set. Flight returns to the gate for maintenance.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System
Component problem: Failed; Malfunctioning
Reporter organization: Corporate
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff and after raising the landing gear; we got a down and unlock nose gear warning. After looking at the abnormal checklist; we brought the gear handle down and got an all wheels down and lock annunciation. Almost immediately; a HYD VOLUME LOW A (CAS message) appeared. When I looked at the hydraulic gauge for the A system; it read 0 quantity. We completed the abnormal checklist; secured the A hydraulic system and [advised ATC]. We came back to the airport and landed uneventfully; stopping the aircraft on the runway. The fire department as well as an [FBO] tug were standing by and rushed to help once we stopped the aircraft. Fire department checked for excess heat on all brakes and [FBO] towed us back to the ramp.




Synopsis: Citation pilot reported a hydraulic system failure that resulted in a return to land.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
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)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The Captain was the PF (Pilot Flying) and I was PM (Pilot Monitoring) on this particular leg. On climb out on our 4th leg of the day (5 total); we were given runway heading and 8;000 ft. out of ZZZ. We contacted departure and were then assigned 10;000 ft. and a left hand turn. In the left hand turn; the Controller told us about traffic that would be at 1 o'clock and above us. Then they instructed us to level at 8;000 ft. The PF put in the new altitude and it was verified by both of us. I was looking for traffic; called it out to the PF; and when I looked back inside the aircraft at the PFD to regain my situational awareness of the aircraft I saw that we were at 265 kts. and the speed was increasing. I called out the deviation. The PF threw out the spoilers and reduced power. The speed was brought back under control. Shorty after the speed was brought back; we caught one strong bump of wake turbulence. We continued the flight was continued without incident. [Cause was] Lack of attention to aircraft situational awareness is a busy flight environment. It's imperative to know the aircraft state at all times. While trying to find the traffic I took my eyes off the MFD/PFD. While the traffic was a threat; the lack of situational awareness was too.




Synopsis: CRJ-900 First Officer reported the pilot flying exceeded 250 kts below 10;000 ft. on departure when he was distracted looking for traffic.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: PFD
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZ at approximately 2000 ft.; the Captain's primary display and navigation display lost all data. This was accompanied by an ADR Fault 1 ECAM. After the completion of all associated checklists and consultation with Dispatch and Maintenance; the decision was made to return to ZZZ. An overweight landing was accomplished.

Callback: Reporter stated that after return to the gate; maintenance performed a diagnostic check and subsequently replaced a module that had a fault. Reporter did not fly this aircraft again; so was unable to confirm if anomaly was resolved. Reporter also stated that he had never previously experienced this type of loss of data display.



Synopsis: A320 Captain reported that during departure; the primary display and navigation display lost all data and an ADR fault ECAM was displayed. The flight crew made a return to the departure airport.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing the aircraft in a 110 degree 5 knot wind on Runway XX at ZZZ; the airplane became uncontrollable veering off the runway to the right. Upon exiting the runway; there was a culvert that the plane went down. Coming up the other side of the culvert; the plane came to a stop after the front landing gear was ripped off of the plane and the prop struck the ground causing prop damage.




Synopsis: PA28 student pilot reported a loss of control and runway excursion with aircraft damage.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger; Person Flight Attendant
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At a stopping point on the taxiway a strong odor was noticeable in the C section (my visible) area of the aircraft. The flight deck was called to inform them of the odor we (me and passengers) we're experiencing. I was informed it was the aircraft in front of us causing this and they were trying to move.




Synopsis: Flight Attendant reported strong odor on aircraft during taxi.