elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Crossfeed
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The purpose of the flight was to perform some post-maintenance engine performance tests. Prior to the flight I determined there was plenty of fuel available. After some take-offs and landings at a local airport; I climbed to 6500' and contacted Approach for advisories while I knew I would be somewhat distracted. I again confirmed adequate fuel but decided I should switch tanks when heading back to base. The tests went smoothly and I turned to head home; descending to 3500' and forgetting to switch tanks. Just east of ZZZ1 the engine stopped. I immediately turned back to ZZZ1; advised ATC of the problem and began trouble shooting. Finally I checked the fuel gauges and realized my error. Switched tanks and the engine soon recovered. Resumed the flight to base and landed without further issue; landing with well more than legal minimums.My take away--anything other than flying the airplane should be more than a solo activity. Using ATC as a second set of eyes for traffic was good but not a substitute for me as PIC keeping focused on flying while someone else does the data collection. Also; be very generous with fuel available.




Synopsis: Cessna 210 pilot reported a temporary loss of engine power due to improper fuel tank management.
Date: 201601
Local time of day: 0601-1200
Location: OCF.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Military
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower OCF
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Reporting pilot was leader of a flight of four warbirds on a formation proficiency mission. All aircraft were receiving and transmitting on a formation common frequency and all aircraft were briefed to follow and monitor ATC frequencies on their second radio. Completed pre-takeoff checks and called for takeoff clearance on the Ground frequency by mistake. Ground responded and advised me to switch to Tower frequency. I misunderstood this as clearance to taxi on to the runway which I did while switching to Tower frequency. Tower did not notice the flight movement until the entire flight of four were lined up on the runway and no flight member realized the mistake or transmitted to me to hold short. There was no traffic conflict and; after a brief exchange between Tower and me; the Tower cleared the flight for takeoff.The mistake was entirely with me as flight leader. Neither of the two potential 'fail-safes' prevented this incident. 1.) My flight team should have realized the lack of clearance and transmitted for me to hold short. 2.) The Tower could have seen the movement and transmitted for me to hold short.The mistake occurred because of lead pilot overload and confusion in managing the pre-takeoff operations of a flight of four aircraft. In the future I will take more time and be absolutely sure of radio clearances from ATC. I will also brief and execute mandated radio frequency changes on both primary and secondary radio frequencies. I will also re-brief the wingmen responsibilities for situational awareness and intervention on the radio when an unsafe condition exists.




Synopsis: Lead pilot in a flight of four reported a runway incursion when none of the four recognized they were not actually cleared into position.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: At gate; we received clearance from both Gate Control and then Ground Control for push back; per [company] procedure. Ground Control cleared us to push into the [taxiway and] reference Aircraft Z coming around the corner on Taxiway XX; I relayed this information to the Tug Driver. Aircraft Z appeared in our line of sight on Taxiway XX with a short delay Aircraft Z continued to taxi and cleared the area. At that point; the Tug Driver started the push backwards into the [taxiway]. After a short duration; and still under tow; we saw Aircraft Y coming around the corner on Taxiway XX; it was apparent by Aircraft Y's taxi speed that the aircraft was not going to stop short of our position. The First Officer made several attempts to contact Ground Control to stop Aircraft Y from proceeding any farther. I believe we had actually stopped moving at this point; I was trying to communicate with the Tug Driver when we felt the impact from Aircraft Y. Our right-wing tip had been struck by Aircraft Y's right-wing tip.Without further incident; we received clearance to return to the gate for a maintenance evaluation and to deplane the passengers. Aircraft Y was notified to return to their gate. Ground Control was very busy that day. Aircraft Y either missed a hold short clearance or Ground Control failed to issue that clearance.




Synopsis: B787 Captain reported ground contact with another aircraft during taxi operations.
Date: 201510
Local time of day: 1201-1800
Location: OKC.Airport, OK
Flight conditions: Marginal
Weather elements / visibility: Cloudy; 2
Light: Dusk
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C OKC
ATC / advisory: Tower OKC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was Captain in the right seat. I was told by Approach to maintain 170 kts until FAF. Pilot flying was having difficulty slowing the aircraft down and was still above 200 kts after the FAF on the ILS 35R at OKC. Was unaware that there was an aircraft on the runway. Weather was MVFR with 2 miles visibility reporting with 400 scattered; 1200 scattered; 8000 overcast. It was almost night time. On about a 1 mile [final]; Tower tells us to go around as the aircraft on the runway began its takeoff roll. We were over the runway at about 400 ft when we believe the instructions from the Tower told us to turn right. We said; 'say again.' We believe Tower said '[call sign] turn right.' Not really understanding what the Tower wanted us to do; we ask; 'what do you want us to do?' Then finally I believe another voice came over and said 'turn right to 050 and climb to 3000 feet.'There was never any threat of a midair but the instructions from the Tower were initially not understood and of no help. A significant issue could have occurred if we would have continued runway heading with the aircraft taking off below us. One of the main issues of us getting into this situation was the inability of the pilot flying to slow our aircraft down; however we were never told that there was an aircraft on the runway preparing for takeoff; or the need to slow our aircraft down by the Tower because an aircraft was on the runway preparing for takeoff.




Synopsis: Falcon 2000 Captain is instructed to go-around by the Tower when the flying First Officer is unable to slow sufficiently for an aircraft in position on the runway. The DA2000 flight crew is instructed to go-around at about the same time the aircraft on the runway begins its takeoff roll; resulting in a NMAC. The Tower initially instructed the crew to turn right without giving a heading or an altitude which delayed their compliance.
Date: 201605
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Turbulence; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: While flying to JZI we were trying to get around weather and comply with ATC southwest of ATL. ATL Center told us we would have to proceed south of our course or descend from 11000 ft to 7000 ft . Neither looked like a good idea for the weather so we decided to descend to 7000 ft. When we changed freq to ATL approach just north of CSG. I checked in that we were descending out of 9000 ft for 7000 ft and that we need a heading to the north for weather and requested a climb back to 11000 ft ASAP. The controller said to turn right to heading of 130. I said we are unable due to weather. He replied turn right immediately I said we can give you that heading in 5 miles. He responded turn right to 130. I said if I need to [exercise emergency PIC authority] I will but I am not able to turn to that heading. He said emergency acknowledged; descend to 7000 feet; cleared direct BOWLN. We were not give a crossing restriction which if we had may have prevented the conflict if there was one.




Synopsis: General aviation pilot encountered weather enroute requiring a deviation from ATC assigned instructions. Pilot exercised emergency authority to deviate.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Parked; Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other; Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Other all phases
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Passenger X didn't wear mask during boarding. I asked her if she would be able to keep her mask on for the duration of the flight and she agreed. After the safety demonstration her mask was down again. I approached her and she pulled it up. Before landing; while walking to my jumpseat; it was down again; I couldn't issue a warning because we were landing.




Synopsis: Flight Attendant reported a passenger was not compliant with face mask policy.
Date: 202004
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On our way to our assigned altitude of FL360; passing through FL280; the First Officer noticed the cabin altitude on the EICAS was in the amber range with a cabin altitude of about 8;500 ft. We leveled off at FL280. Shortly after; the cabin altitude increased rapidly into the red range. The red warning light illuminated along with the master aural warning; 'CABIN'. We ran the Rapid Cabin Depressurization checklist; [advised ATC] and descended to 10;000 ft. During our descent we ran the respective QRH checklist. After reaching 10;000 ft. the cabin altitude appeared to stabilize and go back into the green range. We diverted to ZZZ and made a safe landing with no injuries reported.


Second narrative: We were climbing when I noticed there was a strange smell on the cockpit about 15;000 ft. I reported to the Captain just to confirm I was not the only one who smelled it ; the Captain told me it could be his food or even mine; so I agreed. It seems logical to me; so I continued to monitor the flight instruments While were climbing to our assigned an altitude of FL360 I noticed that about FL280 the cabin altitude was very high; about 9;000 ft. I advised the Captain and he also concurred that it was very strange. We talk to ATC to level off at that altitude and about 30 seconds later it went to 9;300 ft. and depicted amber and then went to red given us the cabin altitude warning. We proceeded to [advise ATC] and did the rapid cabin depressurization QRH and requested an altitude of 10;000 ft. We began a descent while we were doing the QRH. Once the situation was under control we contacted Dispatch and proceeded to divert to ZZZ.


Synopsis: ERJ145 flight crew reported a loss of pressurization during climb that resulted in a diversion.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Human-Machine Interface; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Takeoff was aborted at approximately 15 knots due to configuration warning horn.  A tripped circuit breaker was found and; since it was a flap configuration problem; we elected to return to gate and call Maintenance for a more detailed investigation.  A loose cannon plug was found on one of the flap indication circuits.  The cannon plug was cleaned and secured.  The circuit breaker was reset and flaps cycled to confirm safe function.  Logbook entries were made and flight departed without further problems.  I failed to verify flap position during before taxi checks.  Complacency and being in a hurry were the primary factors.  At first; I had concerns that I had also forgotten to do the thrust lever check prior to takeoff.  I could not see how I could have done the thrust lever check and not gotten the Takeoff Warning Horn.  But; the First Officer confirmed that I had indeed done the check.  My only reasoning as to why we did not get the warning horn was that I either did the thrust lever check too fast or I didn't go far enough with the levers to get the horn.  Whatever the cause; we came to the 100% conclusion that this check was performed.   Our saving grace was the last line of defense which was the throttle up on takeoff.  At approximately 15 knots; the Takeoff Warning horn sounded and we aborted the takeoff.  [I plan to] stop being complacent and to make a conscious effort to verify all procedures; which I will now be doing with great precision.  The other lesson learned is to make sure the thrust lever check is done slower and with more focus on the fact that it was definitely completed.  At the end of the day; the procedures we have in place saved us.   What upsets me is that I allowed the beginning safety nets to be lowered.  This should have been caught before we ever released the brakes for taxi.  Lesson learned!




Synopsis: B737 Captain reports receiving a Takeoff Warning Horn for flaps and rejecting the takeoff at 15 knots. A loose cannon plug in one of the flap indication circuits was found to be the cause.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Arrived at gate and prior to engine shutdown forward cargo door opened. Waved to ground marshaller to come to cockpit; never showed. Called operations for Ramp Manager to discuss danger and procedures violation. No one showed. Called operations 3 times and was advised they passed the word. I advised that I would write the report and was told that is what I need to do.




Synopsis: A320 Captain reported ramp personnel did not follow SOPs on aircraft arrival; putting themselves in danger.
Date: 201602
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Distraction; Confusion; Training / Qualification; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: SWO tower earlier called for a clearance; hold for release on Aircraft X. They called for release and were given 050. They responded to 'show him off in 3 minutes.' The aircraft was not departed from the departure list. At XA:17 the aircraft called up and was given an altimeter. It was around this time a D-side sat down and with how busy I was I thought the aircraft just had yet to tag up and did not realize it had not been departed. The coast track remained over SWO airport and at XA:37 a new D-side called the tower to inquire about Aircraft X who said he had departed roughly 20 minutes prior. I transmitted to the aircraft; who had never been radar identified who was now level at 050 and inside TUL approach airspace. Once departed he tagged up and the D-side called TUL to coordinate further with the airspace violation. SWO tower is one of our busiest airports and does not have FDIO (Flight Data Input/Output). According to the LOA departures are supposed to be within 2 minutes and require a call to say the aircraft is rolling/departing. They have become lax about this; and we have as well by accepting it. I have seen this problem occur before; as well as SWO calling for a release; the aircraft being departed from the departure list; and then because they weren't actually rolling yet the tower calling back to cancel the release. This causes problems as well with saving flight plans and the potential for flight plans not being removed and later on showing as overdue. FDIO would solve this.




Synopsis: ZKC Developmental reported of releasing an aircraft off of a controlled airport and not getting radar contact on it until 24 minutes after it departed. This aircraft also violated another Approach Control's airspace. Procedure to call reporting the aircraft as rolling or departing; is reportedly not being followed.