elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We brought this aircraft in with about an hour until our next flight departs. I had done my preflight flow for the next flight; was coordinating an item with the Captain while downloading the flight plan for my next leg. A person came into the flight deck and asked if he could shut down the APU. I assumed he was Tech Ops and I said 'sure; whatever you need to do'. Then he said; 'I'm going to turn these off (fuel pumps)'. Assuming he was Tech Ops I said OK; do you need into my seat? This is when I became aware that he was not Tech Ops but he told me he was 'APU'. We had a discussion that I didn't think it was a good idea for someone to come into the flight deck and manipulate switches that I had already positioned via my flow. He told me that he was also supposed to turn off the window heat; and he asked (out of curiosity) why I needed the fuel pumps on? I told him this was SOP for a preflight flow. I turned the fuel pumps back on. A few things to note. I should not have assumed he was Tech Ops and asked to see his ID. Had it been a few minutes later I would have been outside and maybe have not noticed the fuel pumps being turned off. Of course we would have caught it with a later checklist but I still don't like the idea of the set up being altered. Good CRM could have lowered the confusion to this whole process but from what I observed he and I didn't share the same CRM training and philosophy so there was a disconnect about what was going on. Though not a quick turn I was still time compressed and this was an added distraction.




Synopsis: B737NG F/O reported he was concerned about a maintenance-related individual who came to the cockpit during preflight and turned switches off that were to be positioned on for departure.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Received NOTOC [Notice to Captain] for Hazmat. Failed to recognize not on close out. Reached out to Dispatch to request corrected close out after take-off. Received revised close out 5 minutes later. Short taxi; delayed flight. Stop taxi or review at gate if received [NOTOC] before push.




Synopsis: B737 Captain reported not receiving NOTOC [Notice to Captain] of Hazmat on board on final close out release.
Date: 201709
Local time of day: 1201-1800
Location: BUR.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Helicopter
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E SCT
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While filming scenic shots of Los Angeles over and around the Griffith Park Observatory; I observed a drone maneuvering in flight well above the observatory and had to maneuver below and close to the observatory to avoid the drone. I went into a hover at 600 AGL south of the Observatory and while climbing; had to abort the climb once again due to drone interference. I have had a number of drone encounters in the past six months and I believe it is only a matter of time until a midair occurs. Helicopters typically fly at 500 AGL and it seems that private drone operators are not respecting that airspace or the drone FARs.




Synopsis: Helicopter pilot reported sighting a drone over the Griffith Park Observatory while operating at 600 AGL. The pilot altered his climb to avoid the drone.
Date: 201505
Flight conditions: IMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: INS / IRS / IRU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: EPLED intersection:  10 degrees east variation on map and flight plan; IRS steering the plane has 29 degrees east variation - 19 degree navigation display error checking course number to be flown crossing EPLED.BITTE intersection; Alaska ADIZ report:   23 degree east variation on map and flight plan; IRS steering the plane has 39 degree east variation--16 degree navigation display error checking course number to be flown crossing BITTE.Unable to comply with standard world aviation navigation auditing standards; compass has 900 percent more error than design build of a long range class 2 navigation system.




Synopsis: A B747 Captain reported his aircraft's navigation system is unable to comply with navigation standards.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Military Trainer
Operator: Military
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Military
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness
Anomaly: 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: A near mid-air collision occurred between a flight of 2 [military trainers] and what appeared to be a Cessna 172. Prior to the incident; the flight of [trainers] had exited the X area just prior to point F due to sun angle shadowing of terrain at that time of day; had re-joined as a flight; slowed to 250 KIAS; climbed to 7;500 feet MSL and turned to an approximate heading of 120 degrees to return to ZZZ. Upon completing a lead change out of that turn; the lead pilot went heads down to look for ZZZ Center's frequency. Approximately 4-5 seconds later; the pilot at the controls of the dash 2 [trainer] called 'TRAFFIC TRAFFIC TRAFFIC' over the inter-flight frequency whereupon the lead pilot looked up to see the belly of the Cessna 172 filling his windscreen approximately 20 feet above and 500 feet ahead of the lead [trainer] going the same direction.The lead [trainer] took evasive action by executing a bunt to increase vertical separation from the Cessna. Once past the point of miss; the flight continued the decent to follow course rules into ZZZ; obtained ATIS information for ZZZ and switched to ZZZ tower. The flight landed without further incident.




Synopsis: Military pilot reported NMAC with a C172 during a training mission.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 121
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Medium Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Staffing; Procedure; Aircraft; Human Factors
Primary problem: Staffing

Narrative: There was Aircraft X transitioning from south to north at 077. Before I cleared Aircraft Y for takeoff; I told him the position; altitude and intention of Aircraft X. When he tagged up; I called the traffic again; he didn't have him in sight. I turned Aircraft X 20 degrees left; thinking that would be enough.The traffic started to build so the CIC insisted on opening LC-2. Since Aircraft Y still did not have Aircraft X in sight; I told him to remain my frequency; so I didn't send him the departure with a conflict. The CIC got in my ear and insisted on the briefing in that moment since the traffic was building. As I was giving the briefing; Aircraft Y was at 080; his clearance limit; while Aircraft X was still at 077. He told me he was responding to an RA and climbing through his limit.In hindsight I should have turned Aircraft X more drastically to get him out of the way. We've had fires in the local area; so although the weather was 'clear;' the sky was filled with smoke; impeding his view.Fatigue. We are very short staffed as it is; and have 3 people out for medical reasons; and one out on bid leave.We are still working with too few people in the cab; when we're already so fatigued. The fatigue in this facility is growing exponentially. Our MOU states we need X CPCs per day. We really need X+1; but with our staffing number of X+3; we couldn't accomplish X+1 per day even when we're 100% staffed.




Synopsis: Tower Controller reported an airborne conflict and cited fatigue from being understaffed as contributing factor.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the baggage loading phase I loaded a small box containing approximately 6 small bottles of recreational Oxygen. We departed ZZZ with a final destination of ZZZ1 and the flight proceeded uneventfully. Upon arrival all baggage was unloaded and the First Officer questioned me after the passengers left regarding the contents of the box. At no time up to this point did I consider the possibility of this being HAZMAT or anything not authorized to be carried by us. Upon further research I felt compelled to reach out to the Chief Pilot for guidance. I suggest a more thorough training of company policies; procedures; and specifically HAZMAT information. Access to more detailed information regarding Hazmat material.


Second narrative: The owner and family arrived to the airplane ramp side. I went to open the exterior baggage compartment; to load the luggage. While loading bags the line personal were bringing me; I saw the Captain was also loading bags/backpacks etc. inside the cabin of the airplane. After the the baggage was loaded in the exterior baggage compartment of the airplane; I walked into the airplane greeted the owner and family and sat down in my flight deck seat to preform the rest of the pre-takeoff duties for the flight to intermediate stop to pick up two passengers and then finally on to final ZZZ1; our final destination. All flights were uneventful. When we landed at ZZZ1 while unloading the baggage; I noticed the box contained portable Oxygen containers which the Captain had loaded at our initial departure airport. After the passengers were on their way; I mentioned to the Captain about the box and it's contents. I said I don't think that was something we could carry; as it may be considered Hazmat. We further discussed this and performed research of company FOM and HAZMAT. The Chief Pilot was contacted to get clarification and guidance on this issue. I suggest more specific HAZMAT guidance and possibly more comprehensive HAZMAT training. Also a more detailed description of carry and non carry items would be helpful.


Synopsis: G-200 flight crew reported inadvertent transport of undeclared Hazmat material.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a flight on a VMC day; all was going smoothly. On short final to Runway XXR; below the 1;000 foot call; I saw amber 'STEERING'; on the wheels system page and pointed this out to the FO (First Officer) who was PF (Pilot Flying); We then got an ECAM; WHEEL N/W STRG FAULT. Quickly discussed the situation and decided to continue on to land the aircraft. The FO was flying and continued to do so. After a beautiful landing; on roll out I took control of the aircraft; bellow 80 knots. I had no control of steering with the tiller. I used rudder and differential in-braking to exit the runway on the high speed exit and hold short Taxiway 1. Notified ATC that we could not taxi and were stopping on taxiway; clear of XXR and short of taxiway. Talked with ZZZ Maintenance and reset the A/SKID & N/W STRG; this cleared the ECAM. When I tried to taxi the plane the ECAM returned. Maintenance said they would send a tug to tow us to the gate. Sent a message for the fault. Notified Dispatch of our situation. After about 30 minutes; Maintenance arrived and talked with us. The mechanic said the nose wheel was canted. They asked us to try and reset a couple of circuit breakers. Discussed the situation With the FO and decided on no more trouble shooting and just be towed to the gate to get passengers off the plane. Maintenance agreed and we were towed uneventfully to the gate.




Synopsis: A319 flight crew reported nose wheel steering problem during landing roll.
Date: 201710
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B EWR
ATC / advisory: Tower EWR
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I downloaded [EFB] JeppPro version 3.0.2. I had also completed the 'CQDL' for the new version prior to downloading. All seemed normal with the app although it appeared that on landing slowing through 80 KTS the taxi chart would automatically come in the AMM (Airport Moving Map) mode instead of the chart mode. Arriving in EWR on the 5th on flight ##### I noticed during the landing rollout that the taxi chart was in AMM mode and the screen was blank. I switched it to chart mode; which worked normally. I assumed it was just a glitch and forgot about it. The next night we landed in EWR again on flight ##### at night. The taxi chart again came up in AMM mode and the screen was blank. Now I was paying attention a bit more. After thinking about this for a day; I have some concerns.1.	It appears as though the taxi chart now defaults to the AMM mode on landing rollout. This default requires an action by the pilot at a critical time to get the info needed. I also find the AMM mode a little disorienting at this point; as I don't really know what I'm looking at. Again; a huge threat at a critical time in the flight.2.	Unfortunately; this chart has very little information (no frequencies; light information; runway lengths etc.) and does not meet the needs of a crew trying to ascertain their position immediately. It may be that in the future; the AMM chart will have the needed information but it is completely inadequate now.3.	The AMM chart on my iPad seems to work normally on other airports but not for EWR. This is obviously a major problem when it defaults to AMM.4.	There doesn't seem to be a choice in JeppPro settings for the pilot to select AMM or chart for the taxi chart. Why would this not be a pilot selectable setting?In conclusion; there are at least four threats here. The chart defaulting to a taxi chart with inadequate information; a chart we are unfamiliar with; apparent blanking at some airports (at least on my iPad); and the pilot having to fiddle with the iPad at a critical time during the landing roll.




Synopsis: Captain reported problems with JeppPro software on the electronic flight bag.
Date: 201505
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Aircraft component: ILS/VOR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Workload; Troubleshooting; Time Pressure; Situational Awareness; Distraction; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We were cleared the ILS 28R SFO about 14 miles out; tracking the Localizer in LNAV and descending in LVL CHNG. I was the Pilot Flying (PF) and selected Approach mode on the MCP since we were perfectly aligned on the LOC and glideslope. This usually makes the transition to the ILS seamless. As soon as I selected Approach mode; the aircraft made a hard right 30 degree bank turn for absolutely no apparent reason. I immediately overpowered the autopilot and corrected back left; kicking the autopilot to Control Wheel Steering (CWS) roll and pitch. The LOC went full scale deflection in the process. I elected to just LNAV to CEPIN to re-intercept; now wary of the LOC. After re-intercepting in LNAV and verifying we had the correct ILS frequency tuned; I cautiously selected Approach mode again just outside of AXMUL and the aircraft intercepted the LOC and GS without incident. I am doubtful this was an aircraft equipment malfunction; as I have had a similar incident with the SFO 28L LOC and (to a lesser extent) other Localizers throughout the entire country. I've noticed many ILS's around the country are very rough when intercepting the LOC and/or GS. For this reason I use LNAV/VNAV as much as is allowed in our Aircraft operation Manual (AOM).




Synopsis: A B737-700 pilot engaged the APP Mode on the SFO 28R ILS when tracking the Localizer in LNAV about 14NM out at which time the aircraft made a hard right 30 degree turn for no apparent reason. The APP Mode was reselected outside AXMUL without incident. An airport equipment anomaly is suspected.
Date: 201709
Local time of day: 1201-1800
Location: BJC.Airport, CO
Weather elements / visibility: Turbulence
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Mission: Passenger
Flight phase: Cruise
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: I remember the event; just not sure on which flight. I was flying a Cessna 340 or a Cessna 210. Both flights were from Denver Centennial (APA) flying north. Same route; same altitude and same moderate or greater turbulence from APA to north of the Wyoming state line. The turbulence was too rough to use the autopilot; it gets behind making matters worse. I was cruising north of BJC at 8000 ft. Between keeping an eye on an aircraft at 9 o'clock low flying the same direction as I was; my class B chart; other traffic; and dealing with the turbulence (up to 100 ft deviations) I was pretty busy. My map and other stuff was thrown off the co-pilot seat. At the time of the deviation; I was trying to pick it up off the floor to verify the border of Class B airspace. I'd lost a couple hundred feet and was correcting when the controller called an altitude alert. Apparently the aircraft was at 7000 ft. The airspace between BJC and Fort Collins/Loveland is usually congested with VFR traffic. I feel I need to have eyes outside as much as possible when I am under; or just outside of Class B airspace where most of the VFR traffic is. When the turbulence is light or smooth I often use the autopilot so I can spend more time looking for the little airplanes that are so hard to see. I will continue to be vigilant and attempt to comply with ATC instructions.




Synopsis: Cessna pilot reported he accidentally descended while trying to retrieve his chart off the aircraft floor. ATC issued an altitude alert.