elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Chart Or Publication; Procedure; Manuals
Primary problem: Chart Or Publication

Narrative: On taxi out ATC asked if we could use an intersection for takeoff; after pulling up a new [flight documents] for that intersection for [the] Runway we determined it was allowed at our weight with a change in power setting. We were then cleared for takeoff at intersection E7 which provided us more runway and I elected to use the more conservative [flight documents] that we had. Two minutes after takeoff climbing through 5000 feet; we received a comm message saying we were overweight by 1500 pounds for using that intersection for departure.After reviewing the [flight documents] we determined that we were legal for takeoff so I looked at the fuel load sent by ACARS on takeoff; it showed for out 166.0; for off it showed 170.3 our actual fuel for takeoff was 164.1 this was an error of 6200 pounds. I think this is why we received notification of an overweight take off.There seems to be some malfunction of the fuel indicating system and how it's reporting the load on the airplane. Also; the sending of messages in a sterile time was disconcerting and needs to be addressed.




Synopsis: B787 First Officer reported receiving notification after takeoff of an overweight condition for an intersection departure.
Date: 201909
Location: BDL.Airport, CT
Flight conditions: VMC
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While performing the preflight inspection on this B737-900ER; some fluid dripped down my right arm while in the wheel well.  I could not determine where it came from or what type of liquid it was; so I did not think anything of it and continued my duties. During the flight; my arm turned red then welted up and started to burn. By the time I returned home that night; it was blistering. I was impossible for a doctor to tell exactly what kind of liquid it was; speculation is hydraulic fluid. My chemical burn has responded well to treatment and I will be okay to fly next week. The burn traversed the inside of my elbow joint and was difficult to bend so I used sick leave for 2 trips.  I am not looking for anything but am concerned as to what might have happened had this fluid gotten into my eyes. Not once in any training I have received at [company] have the dangers of any caustic fluids that may be encountered on the flight line been addressed; nor what the immediate response associated with that type of encounter should be.




Synopsis: B737-900ER First Officer reported coming into contact with leaking hydraulic fluid during a preflight inspection; resulting in a chemical burn.
Date: 201407
Local time of day: 0601-1200
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: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on base leg to [runway] when I called for Flaps 5. The Captain (PM) moved the flap lever but there was no flap movement. He immediately began the appropriate QRH. We asked ATC for delay vectors while we worked through a flap malfunction. After we determined that the alternate flaps only moved the flaps in a split flap condition; we determined we would be required to perform a no flap landing. We decided the Captain would perform the landing as I had fewer hours in the aircraft. We asked that the trucks be rolled as a precaution and requested Runway XXL which is the longest runway. An emergency was declared at this time. After briefing flight attendants and passengers; we advised ATC that we were ready for the approach. We landed uneventfully and taxied to the gate.




Synopsis: When the flaps refused to respond appropriately to either normal or alternate systems the flight crew of a B737-700 declared an emergency and landing uneventfully with less than standard landing flaps.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: The supervisor in charge of the Arrival line had the Arrival Coordinator position combined with himself. He was never trained on the [Arrival Coordinator] or Arrival positions so his knowledge is limited at best. He inundated the Arrival Controller with too many airplanes. The Arrival Controller was forced to vector airplanes outside of his airspace for an extended period of time. Aircraft were pulled off the final and several were sent around because the Supervisor/Arrival Coordinator did not take into account a scheduled runway inspection. The Supervisor failed to provide any guidance to the Arrival Controller possibly because he did not know what to do himself. This created a very chaotic and unsafe situation. Do not combine positions with the Supervisor with any more than light traffic and don't combine positions with a Supervisor who has never been certified on those positions. Mandate that Supervisors will be trained on the positions that they supervise so they can help and not hinder the operation.




Synopsis: Traffic Management Coordinator reported that an unqualified Supervisor working several positions created significant traffic problems.
Date: 201509
Local time of day: 0601-1200
Location: LAX.Airport, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Airport

Narrative: After push from Gate; we disconnected at the north spot in C-7 alley. Break away required 45% N1 in our aircraft at 26 degrees C OAT. This presents a significant hazard to people; equipment and structures behind the aircraft. The high break away power is due to a large indentation in the asphault pavement at the north spot. Aircraft would not move at 40% N1. Poor facility maintenance.Slowly increased N1 and moved tiller gently side to side until aircraft moved. Fill hole; cover indentations with steel plates; or move north spot so that aircraft can roll more easily.




Synopsis: Air carrier Captain reported using greater than normal breakaway power while initiating taxi from the North Spot in the LAX C-7 alley because of an asphalt indentation. The reporter was concerned about injuring people and damaging equipment and structures.
Date: 202101
Local time of day: 1201-1800
Location: FAY.TRACON, NC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Other unknown
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: TRACON FAY
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: ATC Issue 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 New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was approved direct the initial fix for the RNAV approach. I forgot about approving direct to the initial fix; so the aircraft was farther east than I expected. I descended the aircraft to 3000 feet to get him below VFR traffic in his path; and he descended into a 3300 foot Minimum Vectoring Altitude area. The handoff controller brought it to my attention; and I issued a turn away from the antenna. The aircraft had already descended below the safe altitude. I need to be more attentive and project flight path before issuing control instructions.




Synopsis: A TRACON Controller reported they forgot the route they had issued to an aircraft would cause it to descend below the Minimum Vectoring Altitude.
Date: 201506
Local time of day: 0001-0600
Location: CYVR.Airport, BC
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C CYVR
ATC / advisory: Tower CYVR
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During departure off of 26L; at 1;400 feet on the Georgia 5 departure; aircraft issued an RA calling for 'Descend; Descend'; requiring a descent in VMC conditions. As Pilot Flying; I leveled off the aircraft while talking to the captain; but due to the low altitude I slowly moved the aircraft into a descent (approximately 50fpm).  The MFD showed the target at plus 0.0 and at 0.0 feet above; on top of the aircraft icon.  Transponders were both set on the second unit.  Pilot Monitoring notified tower we had an RA; and the nearest target was 4 miles down range 2;500 feet above us. Tower stated no other observed traffic. During the descent; around 1;100 feet; the RA was still calling descend; and the EGPWS called out 'DON'T SINK'.  I leveled off around 1;000 feet; strongly believing we had an issue with the transponder and after discussing it with the Captain.  The captain switched us to the number 1 transponder and the issue resolved. The transponder was written up upon arrival [at our destination].If we had been in IMC conditions; this could have led to a really nasty situation with no time to react. The RA asked for a 500 fpm descent; and at 1;400 feet there was little time to resolve the issue.  The EGPWS call further made it confusing by calling don't sink when the RA was calling out 'Descend; Descend'.  Needless to say; we didn't comply with the initial expected climbout on the SID.We believe that the transponder interrogated itself; which led to a false RA.  We had just reached acceleration height; so work load was fairly high.  We expected that the RA was valid; however; when looking for traffic; checking the MFD and talking to tower we determined that there was erroneous data being provided to us.




Synopsis: A Q400 First Officer reported receiving a TCAS RA and 'Descend' command shortly after takeoff with no other aircraft in the vicinity. When the crew responded to the 'Descend' command; the EGPWS alarmed with 'Don't Sink'.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Switch
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification; Distraction; Confusion; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: When I arrived at the aircraft; two mechanics were in the cockpit; finishing their documentation after clearing an MEL item. They left the aircraft; telling me that the APU was operating; as it was. The first officer and I prepared for departure as usual; and; eventually proceeded to push back and taxi out. I called for a single engine taxi; and; soon seeing that there were few aircraft ahead of us; I called for the 'taxi engine start'. Shortly after this; both pilots PFDs; and MFDs; went blank; the EICAS filled with yellow and red text; and I noticed; the nosewheel steering stopped working. Still having brakes; I stopped the aircraft on the taxiway. Very soon; Ground called us. RTU1 and 2 were dark; and as Ground began to call us with increasing urgency; it took me a bit of time to remember to inhibit the RTUs; so that I could transmit in the standby VHF radio. I had; in the intervening time; asked the First Officer (FO) to restart the APU. As the APU spooled up; I looked upon the panel above me to see that both the left and right GEN switches were in the OFF/RESET position. I turned them on. After this; we taxied off the taxiway where we ran a first-flight checklist flow; and after start check; and a performance check. I made a PA to explain (vaguely) the unplanned darkness. Having checked all the switch positions; circuit breaker positions and briefed again; we continued the flight.We were attempting to execute an ordinarily low-threat flight; and boarded the aircraft with two switches in unusual positions. The significance of these switches configuration did not become evident until the First Officer shut down the APU; as he ought to have done. I did not note the switches upon arrival; even though it is often useful to check switch positions after arriving at the airplane; especially when non-pilots were in the cockpit. I did not do this; and I did not back up my FO during the after-start check.Following the FO as he runs his flows might have caught the switch position




Synopsis: A CRJ-700 crew started their preflight as maintenance finished clearing a MEL. After engine start; the APU was secured which put the aircraft in darkness because the generator switches were both OFF/RESET. Power was restored and the flight continued.
Date: 201703
Local time of day: 1201-1800
Location: FSD.Airport, SD
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Descent
Airspace: Class E FSD
ATC / advisory: TRACON FSD
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Troubleshooting
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were descending below 5000 feet setting up for the RNAV 15 approach into FSD from the east when the EGPWS sounded. We responded to the alert by climbing. Once the alert stopped; we leveled the plane. As we leveled; we exceeded 250 knots below 10;000 feet. We corrected right away and alerted ATC to the alarm. We then continued the approach with no other events.We received an EGPWS warning setting up for RNAV 15 into FSD. In our response to the warning; we exceeded 250 knots. We believe that the warning was in error. ATC said we were above the safe altitude for that segment.When in the simulator if we practiced low density altitude and light weight EGPWS responses we may have responded quick enough to avoid the over speed.


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


Synopsis: Air Carrier flight crew reported that a low altitude warning activated during the approach into FSD. Crew took evasive action and landed without incident.
Date: 201404
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface; Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We were cleared to climb from FL200 to FL210. There was traffic above us diverging across our flight path. We started the climb in VNAV which was about 2500 FPM. Approximately at FL205 we received a 'Traffic; traffic' TA. We were in VMC and had the traffic in sight; but did not take any action at this point. Approximately FL207 we received the RA 'Level Off.' We were in VNAV ALT at that time; capturing FL210. The level off while using autopilot satisfied the RA 'do not fly' red box and was allowed to continue to complete the level off which was already in progress. The conflicting traffic passed above and slightly behind us and they reported to ATC that they had us in sight. ATC then reported to us they received a notice from our TCAS regarding the RA and asked us verbally to confirm the extent of the RA. Climbing a very light aircraft in VNAV resulted in a high rate of climb. Knowing that there was conflicting traffic above us we should have initiated a slower rate of climb using VERT Speed especially after receiving the TA. This may have precluded this RA.




Synopsis: ATC issued a B777 clearance from FL200 to FL210 with opposite direction traffic and the TCAS RA alerted as the aircraft leveled with VNAV engaged; quieting the alert.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Conflict Ground Conflict; Less Severe; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On final [approach]; my engine started running rough and felt like it was going to stop. I was a few hundred (100-250) FT from the threshold. I pushed the throttle in half; hit the fuel pump low boost; then the starter. The engine reengaged and came to power nearly the same time the mains hit the ground. I bounced very high. I cut the power; and then increased power to get the airplane under control. At that point I was just glad to have the plane safely on the ground. I should have notified the Tower; but I was disorientated for a few seconds and turned right onto [the parallel runway] instead of left. Tower had apparently given takeoff clearance to a commercial flight on [the parallel runway] and had to stop that takeoff. I taxied to [the ramp] and the engine quit about 30 FT from the tie down. I have scheduled to have the apparent fuel problem and/or engine issue fixed by my local maintenance shop.




Synopsis: Following a loss of engine power while on short final; the pilot of a C172 landed successfully; but exited the runway to the wrong side; and entered an active runway. ATC subsequently cancelled the takeoff clearance for a departing aircraft.