elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B SJC
ATC / advisory: TRACON NCT
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departure events from SJC.Weather: winds 310/3 CLR 13/4 3016 RW in use 30L and 30R. Aircraft configuration: Flaps 15. Take off trip. ATT. Using LNV for departure. Departure clearance: SPTNS1.TECKY VALREE. Climb by SID to 5000 ft. by ATC. Crew inputs on the FMS SID; flight plan and review at the ramp. Taxi Clearance: taxi G; W; hold short of 30L on B. Crew follow taxi instructions taxi to holding point B and RW 30L. Short after holding short clearance was issued to cross RW30L; back track RW30R full length for departure. Crew programs new assigned runway and SID on the FMS. Take off clearance given before reaching end of 30R. Take off runway confirm; aircraft configuration. Crew performs a normal take off.Initial Climb: Gear up at positive rate and confirmed LNV. Flaps up on speed 145 kts. FMS indicated right turn at 900 ft. (RA indicated 880). Crew follow flight director right turn south bound to SPTNS. Crew notice FMS did not sequence properly to over fly MLPTS before commanding right turn. Crew increases climb rate and shallows bank and changes frequency to Departure. ATC informs crew they received a 'low altitude' warning and confirm early south turn. ATC advises crew to expedite climb to new altitude of 12;000 ft. Crew kept aircraft under full control to prevent CFIT or any terrain warnings. Crew have learned from this event not to rush. Not to accept a takeoff clearance without making sure all is in place and to always confirm FMS sequence properly. Furthermore I am enrolling on a CRM refreshment course and airport terminal area procedures to include STARs and SIDs.




Synopsis: Light jet Captain reported they received a low altitude alert from ATC departing SJC.
Date: 201304
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Human factors: Distraction; Situational Awareness; Workload; Communication Breakdown
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: At approximately 2;500 FT on approach; both First Officer main flight instruments failed (PFD and ND). There was a short delay; and then the PFD switched to the ND CRT. The outboard CRT [PFD] remained blank; and a strong electrical burning odor was detected. Oxygen masks were donned; and a decision to declare an emergency was made; and the approach was continued to an uneventful landing. Rescue trucks were waiting (not requested); and followed us to the gate. There was no time to advise the flight attendants; as we were less than 2-3 minutes from landing; and in the process of configuring for landing. We did not have time to run any Smoke/Fumes Checklists; as the decision to land as soon as possible was made.

Callback: Reporter stated they did not see any smoke; fire or hear any popping sound; just a very strong electrical odor they could smell. Maintenance found the electrical connector to the First Officer's PFD (outboard CRT display) had 'burned up'. The Captain for the outbound flight said the same PFD had been replaced twice before Reporter's flight and now he wasn't so sure he wanted to take the same aircraft back out unless Maintenance corrected the problem. Reporter noted that flight crews are limited as to what maintenance documents they can access; but hasn't heard of any further problems with the PFDs on that aircraft.

Second narrative: On final approach; First Officer's (mine) PFD and ND blanked. My PFD reappeared on the inboard screen followed by a strong electrical burning odor. Donned O2 oxygen mask; declared an emergency and landed uneventfully.


Synopsis: Two B747-400 pilots report a First Officer's PFD and ND failed on final approach with a very strong electrical odor in the flight deck. They also noted they did not have enough time to advise the flight attendants or run the Smoke/Fumes Checklists.
Date: 201909
Local time of day: 1801-2400
Location: LAN.Airport, MI
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C LAN
ATC / advisory: Tower LAN
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a visual into LAN while acting as Pilot Monitoring I noticed our speed was 250 kts. as we approached the pattern at 250 kts; I advised the Captain who was Pilot Flying that we were approaching within 4 miles of an aircraft at under 2;500 feet AGL  with our speed at 250 kts when it should be 200 kts. He responded they won't know and just kept on going above 250 kts until just before base turn.




Synopsis: CRJ-200 First Officer reported that Captain declined to follow speed restrictions while on initial approach.
Date: 201203
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Time Pressure; Workload; Confusion; Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the SBONO Approach; Approach Control cleared us to 11;000 FT to cross CLOWD Intersection while descending around 12;000. We were within 5 miles of crossing CLOWD Intersection. The Commercial Chart actually has MAA 10;000 FT in bold letters beside the intersection on the chart but there is a faint arrow pointing the opposite direction of our flight path. I thought I heard the Controller say 'Cross CLOWD at 10;000 FT' but it was actually a clearance to cross at 11;000 FT. While the Captain was clarifying the altitude; I descended through 11;000 FT due to my descent rate and thought process of not wanting to miss the crossing restriction that was quickly approaching. The whole event lasted less than 30 seconds. There was no conflict with other traffic. We were not in a sterile period and we were not talking to each other at the time. I misunderstood the Controller. I would obviously not descend below the altitude the Captain put in the autopilot altitude window until clarifying the altitude. I would also suggest Commercial Chart publisher make changes to the approach chart and move the MAA 10;000 away from the SID course line.




Synopsis: An First Officer flying the PSP SBONO 1 Arrival misunderstood the Controller's 11;000 FT CLOWD crossing clearance and momentarily descended below 11;000; then returned. The Commercial Chart MAA altitude formatting at CROWD was confusing.
Date: 201409
Local time of day: 1201-1800
Location: BWI.Airport, MD
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Flight was operating with an FMS inoperative.  Per MEL procedure; Dispatch diligently planned an appropriate route considering the MEL.  This route was filed with the corresponding aircraft equipment codes through ATC.  When the Flight Crew went to activate the flight plan with ATC they received an 'amended clearance'.  The crew cleared this route with Dispatch before accepting the 'amended clearance'.  The route that ATC offered met the criteria of the MEL by designated name.  However when Dispatch ran the final check of the MEL procedure that calls for checking the status of all navaids an issue was found.  Two of the navaids that defined the route offered by ATC were out of service permanently.  One of the two out of service is also described to be 'decommissioned'.    ATC offered a route of LVL.RIC.OTT.OTT6.  Navaids LVL and OTT have corresponding Notam's declaring the VORs as 'out of service' permanently. The star OTT6 for arrival to BWI should be removed from service if the navaid that it is named for has been 'decommissioned' permanently.  Leaving this available as a non RNAV star is a possible trap for crews that do not get the information that the navaid has been decommissioned.




Synopsis: After Dispatch plans a route to use VOR Nav only; due to an inoperative FMC; ATC revises the route to use the OTT6 arrival to BWI. The OTT VOR is out of service and scheduled to be decommissioned. LVL is also part of the clearance and out of service.
Date: 201305
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: En route the crew experienced an indication of smoke in the cargo compartment. They blew the bottle and declared an emergency. They communicated to me that they would be diverting to ZZZ. I inquired if they needed any further assistance and they did not. I informed ZZZ that they would be arriving. I diverted the plane in the system but failed to send the crew a message that the flight plan had been amended. In the past diverting the flight in the system once; notified the crew that it was diverting. In the past that has been sufficient as it was understood that the release was amended. I will be more diligent in the future to follow the new interpretation of the requirements. Simply to be more diligent at following directives.




Synopsis: Dispatcher is informed of a diversion by one of his flights due to a smoke indication in the cargo compartment but failed to send the crew a message that the flight plan had been amended as required by current policy.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out while performing climb checklist Instructor Pilot noticed that ALT 1 was reading 20V highlighted red; Battery 1 was discharging 14 amps; and an annunciator was illuminated for ALT 1. Immediately asked Tower if we could perform a precautionary landing and was cleared to join downwind; while on downwind ALT 2 annunciator came on and ALT 2 voltage dropped to 22V; Instructor Pilot landed and PUI assisted; during taxi the voltage continued to drop all the way to parking.




Synopsis: SR20 instructor pilot with student; notes an alternator malfunction during climbout and quickly returns to the departure airport after informing the Tower.
Date: 201208
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground DEN
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: ATC instructed us to taxi north on M Taxiway for Runway 17L; and hold short of ED Taxiway. We briefed our route and proceeded on M. Upon reaching our hold short point we noticed several 17R approach signs due to many incursions on that runway. By this time we had already passed our hold short point. ATC then instructed us to just make a 180 degree turn and continue holding short of ED on opposite side; with which we complied. No conflicts occurred; and ATC was not concerned with the error.




Synopsis: A Citation cleared to taxi north on M at DEN failed to hold short of ED as directed. ATC cleared them to make a 180 and hold short facing south.
Date: 201407
Local time of day: 1201-1800
Location: UAO.Airport, OR
Weather elements / visibility: 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF UAO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Human-Machine Interface
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While stopped and holding short of the Runway 17 hold line and completing final check list items prior to takeoff a second aircraft came within about 30 FT of taxiing into my aircraft. A collision was avoided by a radio call in the blind calling for a stop. The other aircraft had conventional landing gear and could not see over the front of the aircraft. A possible action on my part may be to position in a more visible location for checklist review.




Synopsis: While holding short of the runway a C-182 pilot averted a ground collision with a conventional geared aircraft taxiing directly toward him--its high nose obscuring the pilot's forward vision--by transmitting a 'STOP' command in the blind.
Date: 201205
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Workload; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Departed with IFR flightplan for SBY with a substantial rerouting.  Due to wanting to get launched as we were being met at destination; and knowing the rerouting would cost extra time; I decided to enter only the first intersection (WEARD) in the flight plan and program the balance enroute.  This plan was compromised by not having familiar paper charts at hand (current charts were available on an iPad which was available to me; expired paper charts were in the airplane; but not at hand); and hesitation programming the G1000 under the pressure of a hand-flown climb with a request for expedited climb from NY Approach.  At the time I had about 23 hour in type.  I had reached the cleared altitude of 5;000 direct WEARD with LHY next; and was in VMC close to cloud bottoms.  Either shortly before or possibly shortly after WEARD intersection; I noticed an altitude deviation (approximately 300 FT low).  About the same time my clearance via LHY was amended to Direct ETX; which put me back closer to the planned route. The deviation was immediately corrected without complaint from ATC; but certainly not something I am familiar with; having successfully flown approximately 600 hours IFR in a C172 equipped with KLN94 and KAP140 over the past six years. Contributing factors:- lack of experience with G1000 (at the time about 23 hour; about ten of those solo)- failure to enter the reroute before departure increased workload in visual climb- some unfamiliarity with iPad charts that were available (Foreflight) - failure to activate autopilot altitude hold immediately on reaching cleared altitude.Correctives:- add G1000 experience before flying in complex airspace- take time to do flight plan entry before departure - use autopilot for both climb and enroute when IFR.  I am certain that this would not have happened had I been flying my previous aircraft even though it did not have altitude hold on its autopilot.  My familiarity with programming the KLN94 would have meant a much lower workload at the time.  The altitude deviation likely had no safety implication; but it could have.  After another ten hours solo with the G1000 on that same trip; I am already much more confident with its operation.




Synopsis: A C182 pilot had an altitude deviation while attempting to program a G1000 which had not been completed prior to takeoff due to time constraints.
Date: 201809
Local time of day: 1801-2400
Location: SDF.Airport, KY
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SDF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Airport
Primary problem: Airport

Narrative: Exiting Runway 35L at B6; we were instructed to taxi [on taxiways] B; G; J; and cross Runway 29 to our ramp. After crossing [Runway] 29 northbound on B; the signage is very poor/confusing. I started to roll past [Taxiway] G; thinking it was a little north of where it actually is; when Ground Control corrected us and asked if we were able to make the turn. We had enough space to still make the turn onto [Taxiway] G. Then; the only sign indicating where [Taxiway] J is located is [about] 100 yards east and hard to see. Ground Control sounded kind of stressed/irritated; which leads me to believe this happens a lot at this intersection.




Synopsis: B737-700 Captain reported missing turn on taxiway due to poor airport signs.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Arrival Unloading
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: There was a 4 box QuickPak shipment that arrived in ZZZ with at least 1 box marked as containing the dangerous goods and dry ice. The DSTG (Departure Staging Guide) did not show any dangerous goods listed on the flight. Even if the dry ice amount is within range of being considered an exempted amount not requiring a pilot notification form; I'm pretty sure these commodities should still be listed on the loading paperwork. If these are not listed on the flight manifest; we do not know they are onboard for proper segregation or how much dangerous goods are being transported.




Synopsis: Ground employee reported required Hazmat documentation had not been submitted by departure airport personnel.