elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Communication Breakdown; Distraction; Situational Awareness; Troubleshooting; Confusion; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Dispatch; Person Flight Crew
When detected: In-flight; Pre-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure; Company Policy; Chart Or Publication; Airport; Aircraft
Primary problem: Chart Or Publication

Narrative: After receiving a load plan and finding we had more freight than planned; we received new fuel burn and data from dispatch. I went to the printed takeoff data sheet and determined that runway 16L was required for departure due to runway limits and max power was required. In addition; RNO gound informed us that Company had contacted them confirming that runway 16L was available for our departure; further confirming that the printed data was correct. The issue is that 16L is 2;000 feet shorter than 16R and the data required a 16L departure. We departed 16L as per the data with max power. On departure; we received a 500 feet call off of the radar altimeter when passing over a small mountain at the end of the runway. As we reflected on the data; we thought there may be an issue with the data. It seems as if the runway numbers are transposed on the data sheet. (16L was actually for 16R) I spoke with dispatch and discussed with him my concerns. He agreed it did not make sense as printed and there were no known issues as to why it would be that way. He also said that they have had 'issues like this' and have 'people working on it'.  It is great they are working on it; but the crews need to be informed of the potential issue. As we move to pure electronic data; these issues could prove fatal. Other RNO issues. Runway 7-25 is unusable by our aircraft type; yet we have data for it. Also; note to turn on AP at 200 feet is not fleet specific.


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


Synopsis: A twin engine heavy jet flight crew departed RNO 16L after discussions about the max power takeoff and the aircraft's performance. After takeoff the hill off the end of 16L unexpectedly activated the radio altimeter with an EGPWS alert at 500 feet climbing.
Date: 201412
Location: SJC.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: On Jawws 3 arrival into SJC; ATC cleared us to 5100 feet prior to SHRRK. While level at 5100 received GPWS Terrain; Terrain pull up pull up command. at the time we where clear of clouds but heading into clouds again. Clicked off auto pilot and climbed until warning stopped. reported deviation to ATC. ATC stated min vectoring altitude was 5100 feet.




Synopsis: B757 Captain experiences a terrain warning at 5;100 FT approaching SHRRK on the JAWWS 3 arrival to SJC. While VMC at the time of the warning; clouds were ahead and evasive action was taken. ATC advises that 5;100 FT is the MVA for that area.
Date: 202004
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working on an aircraft located on the pad; Supervisor boarded the aircraft and instructed me; while standing in the entry way; that it was 'okay' to remove the quarantined sticker on the door of Aircraft X and to board as needed; that it was 'okay.' These instruction were given with no documentation saying that the aircraft had sat for the required [time]; and then deep cleaned; putting myself and others at risk of catching the COVID-19 virus.Careful detailed records; documentation and logs generated are necessary to keep track of the condition of the aircraft and the safety of employees.




Synopsis: Technician reported being told the aircraft was 'okay' to board; but received no documentation stating the aircraft was properly sanitized.
Date: 202110
Flight conditions: VMC
Light: Daylight
Aircraft: A109 All Series
Operator: Corporate
Operating under: Part 91
Mission: Test Flight / Demonstration
Flight phase: Cruise
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Other Person
When detected: Other Post flight
Result: General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Procedure
Primary problem: Human Factors

Narrative: I was on duty; day pilot; [at] ZZZ1. I was asked to stay in service and fly to ZZZ to complete a maintenance flight; ROC (Rotorcraft Operational Check); on Aircraft X. The aircraft needed the ROC for main rotor rpm in autorotation. The aircraft was supposed to be 100% finished with all maintenance and ready for me to fly upon arrival at ZZZ. I arrived at ZZZ and first briefed with the mechanics on the work that had been done and what we needed to do. I did a preflight of the aircraft. After the preflight I went over the logbook with the mechanic; the aircraft had all the maintenance completed and the last thing it needed was the ROC. I used [software program] on the iPad for weight and balance and a flight release. We flew the aircraft; it was within limits on the ROC; completed the flight; documented the ROC and I left. Yesterday I was informed by Name that the aircraft had been weighed and the weight and balance was not correct and did not match what was documented in [the software program].I made the assumption the aircraft was in compliance and did not verify the weight and balance in the RFM (Rotorcraft Flight Manual). I was on duty; it had been a busy day. In the future it would probably better to have a pilot dedicated to the maintenance task and not on flight duty. For myself I need to go over all documents to verify compliance.




Synopsis: Helicopter pilot reported not verifying the weight and balance information in the aircraft manual prior to flight and flew the aircraft in a non-airworthy condition.
Date: 201903
Local time of day: 1201-1800
Location: MTN.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On departure from MTN; I was involved in an NMAC as well as a possible restricted airspace violation. I was talking to Potomac Departure on 124.55 on VFR flight following. They immediately notified [me] about an inbound aircraft that was 12 o'clock same altitude. They told me that I could start a climb - and if need be; in the class B airspace above my present position. As I started to climb; they notified me that the inbound aircraft began a climb. The inbound aircraft was a collision hazard at 12 o'clock; yet slightly trending left to right. I felt that a descent underneath them would be unsafe; as this aircraft seemed to be leveling off and possibly descending at that point.I made an immediate left turn to avoid the inbound airplane. I am extremely aware of the lateral and vertical boundaries of R-4001A. As I turned left the aircraft passed to my right; same altitude. Potomac instructed me that I was headed towards the restricted airspace- possibly in it. I was already in a right turn to head away from that area as they told me this.This aircraft is not equipped with a traffic reporting map.




Synopsis: C172 instructor pilot reported entering restricted airspace during a maneuver to avoid another aircraft.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Cowling
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew; Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Reassigned to operate flight to ZZZ1. Walkaround was normal. After pushback the number 2 engine auto shutdown due to an impending hot start. No limits were exceeded and the QRH was followed. Maintenance was contacted and we were towed back to the gate. Maintenance met the aircraft and pointed out that an additional vortex generator had been improperly installed on the number 2 engine cowling. We were then notified that this grounded the aircraft. We deplaned the passengers and turned the aircraft over to Maintenance.


Second narrative: Return to gate event; aborted start; maintenance called to gate reference previous start anomaly. In the process of inspecting the number two engine exterior; the Maintenance Technician noted improper installation of forward nacelle section (installation had occurred two days prior). the forward section of a number one engine nacelle had been installed onto the number two engine. Aircraft was removed from service.Classic case of expectation bias. Aircraft had been in service for two days with this installation but it took a heads up Line Mechanic to note the discrepancy.


Synopsis: B737 flight crew reported that after an engine auto shutdown Maintenance took the aircraft out of service due to a engine nacelle misconfiguration.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Legacy 450/500
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: Pre-flight; In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: As much as a pilot tries to stay ahead of the situation; sometimes things get out of hand in a hurry. On this particular flight I was flying single pilot at a busy metropolitan airport waiting for my passengers. The cockpit was set up well in advance with all cockpit system tests completed and the departure procedure loaded and reviewed in the FMS. As the aircraft started to get heated due to the high local temperatures I turned on the vapor cycle air conditioning system. The system did not activate and all it was putting out was warm air. Since the aircraft is highly computerized I decided to shut everything down in an attempt to 'reboot' the air conditioning system; which had been successful on previous flights. Doing this loses all of the previously accomplished system tests and departure procedure. At that time my passengers showed up with quite a bit of luggage which I had to work at to get stowed due to their bulk. I advised the passengers that the air conditioning was not working properly but it was decided to continue with the flight due to time constraints and the possibility the system would come on. So I had four passengers loaded in a fairly small cabin with the sun beating down and everyone complaining how uncomfortable it was. I assured them that as we climbed to altitude the cabin would cool off. I rushed through the system check and FMS loading once more. This is where I believe my departure situation was created.




Synopsis: EMB500 Captain described the minor air conditioning problem; the incorrect loading of the FMS and subsequent track deviation.
Date: 201305
Local time of day: 1201-1800
Location: OSU.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower OSU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On final; a helicopter made a call to Tower that they needed to cross over the departure end of the runway. The Tower told them that there was an aircraft on short final and would be a touch and go; but by that point I was in my roundout and flare and did not hear the rest of the transmission. I was executing the go around when I looked up and saw the helicopter crossing the departure end. It became apparent that they were not moving fast enough out of the way and I could not climb above with a safe distance so I turned to the right and passed behind the helicopter and continued the pattern after. The problem seemed to be that the helicopter had the wrong aircraft in sight when he made the call; and did not see me.




Synopsis: The private pilot on a touch-and-go took evasive action after a helicopter crossed the departure end of the runway. ATC had mentioned the touch-and-go traffic but it is possible that the helicopter pilot did not see the correct aircraft.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb from FL260; Number 2 Engine Fire Warning was indicated on ECAM. Complied with all QRH procedures; shutdown the engine and discharged fire agent IAW the QRH and ECAM. Declared an emergency with ATC and returned to [departure airport]. After landing; we lost hydraulic pressure and were towed into the gate after being checked by emergency responders.


Second narrative: [Narrative 2 had no additional information]


Synopsis: A300 flight crew reported ECAM for engine fire on climbout. They ran the procedure; declared an emergency; and returned to departure airport where they experienced a hydraulic failure after landing.
Date: 202112
Local time of day: 1201-1800
Location: MMUN.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MMUN
Aircraft component: Aero Charts
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: We were told to exit Runway 12L at A3; then a right turn to join Alpha. The 10-9 page for MMUN does not depict taxiway Alpha; south and parallel to Runway 12L.




Synopsis: Air carrier First Officer reported there is no taxiway A depicted on airport diagram from Runway 12L at MMUN airport.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Navigational Equipment and Processing
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; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout we experienced a complete loss of navigation capability. Both NAV DUs stopped displaying course/waypoint information. Shortly thereafter; both FO and Captain DISPLY SOURCE flags appeared. Seconds later the Captain's SPD LIM flap appeared. QRH was consulted and run twice; offering no resolution. Circuit breakers were checked and none were tripped. During the QRH procedure; the FO (PF) noticed the throttles began to split by approximately two inches; while the N1s remained constant at climb thrust. Within 10 to 15 seconds; the autothrottle system disconnected and could not be re-engaged. We elected to level off at FL280 (below RVSM) and a vector was requested. Via AIRINC; we contacted Dispatch and MX Control. With their guidance we attempted to troubleshoot the problem but nothing appeared to help. During one suggestion from MX Control (selecting the displays switch to BOTH ON L); all five upper DUs went completely black. Once AUTO was reselected; on the displays switch; the DUs came back but still had the above mentioned flags. It was at this time the Dispatcher and I agreed to divert. VFR weather; long runways; pilot familiarity and Company MX drove the decision to divert. In addition; we were 15000 pounds above max landing weight. We received a vector to [divert airport]; and given a lower cruise altitude. As we approached the airport; we held for approximately 20 minutes in a close-in vectored box pattern away from inbound traffic; as we burned off the excess fuel. A subsequent uneventful landing was made. PAs to the passengers were made every 10 - 15 minutes explaining what we were doing and why. I kept the explanation simple and concise; yet timely; hopefully offering a high level of reassurance. I spoke to our Flight Attendants; and gave them a more detailed explanation; and kept them seated as a precaution.A situation like this is hardly predictable. Mx Control and Dispatch asked us twice if we were 'OK to continue' (I was assuming to our destination) and my answer both times was NO. No navigation; DU issues; at night; into downline weather wasn't a situation I was interested in exploring.




Synopsis: B737-800 Captain reported diverting to an alternate after loss of all navigation capability during climbout.
Date: 201705
Local time of day: 0001-0600
Location: PHL.Airport, PA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PHL
ATC / advisory: TRACON PHL
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; 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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working the north side of the approach airspace and ZNY called and asked for control to climb our departures to 12;000. I gave ZNY the control to climb. The next aircraft that called was Aircraft X. I radar identified them and climbed them to 12;000 in an area that PHL owns 10;000. I turned Aircraft X to the fix on his route and noticed shortly after that he was climbing out of 10;500. I asked Aircraft X to confirm assigned altitude and he answered 12;000. I made the point out to ZDC and noticed traffic at 12;000 descending eastward behind Aircraft X. ZDC referenced traffic; but I left the land line to stop Aircraft X at 11;000. ZDC called back about the referenced traffic but Aircraft X was already back in my airspace. I then handed Aircraft X off to ZNY at 12;000; which was approved by ZNY.No recommendations. I heard 12;000 when I approved ZNY control to climb; and that was in my head at the time.




Synopsis: PHL TRACON Controller reported climbing an aircraft to an incorrect altitude; after the Center requested the controller to climb departures. Readback/hearback issues were cited as contributors to the event.