elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0601-1200
Location: LXV.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class G LXV
ATC / advisory: CTAF LXV
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Airport
Primary problem: Airport

Narrative: I was pilot flying on a ferry leg to LXV airport. The release indicated that the only current NOTAM was for a PAPI outage to Runway 34. This was again reiterated by Denver Center. The pilot not flying made the appropriate calls on Leadville CTAF when in vicinity and standard traffic pattern calls. There were no responses. On short final we noticed two snow clearing vehicles working. One vehicle was northbound and on the runway and one southbound on taxiway. We initiated a go-around. As we were on the go-around; the airport manager got on CTAF and indicated there were snowplow operations in effect and that we should use caution. Also; as we were going around we noticed the runway looked to be in terrible condition with excessive snow and ice. We climbed out and got back in touch with Denver Center and relayed that we would not be landing there and would like VFR advisories while we contacted Company. The text and talk application could not get a signal so we diverted to our alternate of ZZZ. Approximately 1 hour after our attempted landing at Leadville the 3 following NOTAMs were published.RWY 16 FICON 3/3/3 75 PCT 1/2IN DRY SNOW OVER COMPACTED SN OBS AT 1901XXXXXRWY 34 FICON 3/3/3 75 PCT 1/2IN DRY SNOW OVER COMPACTED SN OBS AT 1901XXXXXTWY MAIN WIP SN REMOVALWhile sitting at ZZZ the airport manager for Leadville called to let me know that the snowplows were clearing taxiways only. However; the northbound plow was definitely on the runway between a turnaround at end of Runway [34] and nowhere near a taxiway near mid to end of runway.Retrain airport manager at LXV the importance of NOTAMs and how they affect operations. Either close the airport or let other airspace users know the actual status.




Synopsis: Corporate jet Captain reported snow plows at landing airport with no communication with landing aircraft and no NOTAMs issued. Crew diverted.
Date: 201710
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Aero Charts
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We recently flew into SFO; and there appears to be an error in the taxiway designations and the depiction on the 10-9 airport diagram. The taxiway that is charted as 'B1' on the 10-9 page is actually labeled as 'Q' on the airport signs on the actual taxiway. We did not see any taxi sign labeled as B1.  Also; the taxiway labeled as 'Q1' on the 10-9 page; is not even marked on the actual taxiway in SFO. I could be mistaken; but I would like to request that this issue be looked into to make sure that the signage on the diagram exactly matches the actual taxiway signs on the airport.




Synopsis: Large Transport Captain reported the signage and some of the taxiways at SFO did not match the Jeppesen chart.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out passing FL227; with autopilot on; left engine made a single loud noise; there was a jolt to the airplane and the left EPR rolled back. We disconnected autothrottles and brought left throttle to idle. There was no further noise or vibration. In idle all indications looked normal. Declared emergency with ATC and decided to divert to a nearby by airport. ATC could not have been more helpful. We wanted it; we got it. Made quick PA to passengers and one to flight attendants; said we lost engine and were diverting; not to worry and I'd give more details after running checklists. Told flight attendants it was a yellow emergency. Flight attendants did a great job and all passengers were calm. We sent a short message to Dispatch; but frankly; typing one letter at a time while trying to get checklists done and land doesn't work well. We ran the checklists and flew single engine; 28 flap approach. First Officer was pilot flying and continued while I ran checklists; including descent; approach and landing. He made an excellent approach and heavyweight; but not overweight; landing. Brake temperatures were around 200 and we used only right reverse thrust. After landing we cleared runway. Fire trucks inspected and saw smoke and sprayed water in engine. We shutdown the other engine; ran the APU for cooling and electrics. After the CFR (Crash; Fire; Rescue) said we were good we called for a tug. We had great communications with the flight attendants; passengers (numerous PA's) and ATC. Communication with CFR was not very good. We could hear everything he said; but he didn't seem to hear much of what we had to say. Tower was monitoring and relayed our transmissions.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: A MD88's left engine failed during climb so an emergency was declared and the flight diverted to a nearby airport.
Date: 201203
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 8
Light: Night
Aircraft: King Air C90 E90
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: [We were] cleared for the TEB 8 departure. My copilot briefed me on the departure. He said it was climb runway heading to 1;500 FT then turn right 280 and continue climb to 2;000 FT. I have flown this departure before; but last time it was the TEB 6. I knew there were changes made and trusted my copilot (ATP) to correctly interpret the departure description. ATC noticed the deviation and told us to descend to 1;500 FT. I complied. The flight was concluded without further incident. After finishing the flight; I reviewed the departure to ensure understanding.

Callback: The Reporter stated that the departure was from Runway 24. ATC stated that no action would be taken as a result of the altitude deviation.



Synopsis: A BE90 First Officer incorrectly briefed the Captain about the TEB 8 Runway 24 level off procedure so he climbed to 2;000 FT early; but descended to 1;500 FT after being notified of the error by ATC.
Date: 201601
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: This has now happened multiple times so I am writing it up. The tugs are being fitted with LED headlights that are so bright that it is difficult to see the safety zone right in front of it and; at times; the Marshaller. And since we have no way to communicate with them except flashing our lights; they usually think it's a belt loader or towbar too close to the line; NOT the blinding lights. In my conversation with the Ramp tonight I learned that they don't have a light switch; and are afraid that when it's cold; the tug may not restart; so they leave it running.




Synopsis: B737 Captain reported tugs that are outfitted with LED headlights blind the flight crew resulting in difficulty seeing the safety zone and/or the Marshaller.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: APU was turned on. When we turned the bleed on I noticed a smell; turned the bleed off ASAP. Asked the Captain if that was the dirty socks smell. Neither of us were sure. Turned the bleed on for a second to see if the smell came back; it did. Turned bleed off and called Maintenance. I exited the cockpit. There was no smell in the cabin.I wouldn't describe it as dirty socks; more of a smell like you left towels in the washer for too long after washing. It is good to know the smell now for future reference.


Second narrative: I was the #2 [flight attendant] on this flight; so I was in the back galley during boarding. I got a call from the #4 saying that Maintenance was coming onboard to investigate an odor the #4; #1 and Captain started smelling during boarding. I; myself; did not smell the odor. It was determined after Maintenance got onboard that the airplane was going out of service and we were going to change planes. This was after we had all passengers boarded up so we had to deplane. It's also worth noting that the next morning in ZZZ1; that same plane was the one we were flying back to ZZZ. The Captain had Maintenance come and check things out before we boarded up and took off. Maintenance okay-ed it. So; my crew and I flew on this particular aircraft the morning after this odor event.


Synopsis: Air Carrier flight crew reported a fume event during boarding. Maintenance was requested which resulted in aircraft being removed from service.
Date: 201708
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B A80
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were filed for the arrival into ATL. We were assigned the 9R transition by ATC. Everything was going normal and fine. Later in the arrival the controller gave us a heading and issued a fix to fly to. We went through our flight plan but couldn't find it. We inquired about the fix and the controller said it was a fix on the runway 8L transition. I was shocked because we were assigned 9R and then the way the controller issued the heading and fix made it sound like we missed something. We selected 8L transition and found the fix; KLOWD; and flew the rest of the transition thereafter until given another heading. The first officer is aware I was going to file this report.There wasn't any information up until the controller apparently though we were going to 8L. We verified the 9R transition and routing when it was issued to us. It was early morning so maybe ATC issued us one thing and entered in their computer something else.




Synopsis: Pilot reported confusion with clearance when Controller advised the fix was on a different runway then what the crew was told.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Operating on a FAA approved flight plan in controlled airspace under authorization. The flight plan was filed for and approved by the FAA LAANC UAS [Unmanned Aerial Vehicle] System. The flight plan was filed and approved in a 400 feet sector per the UAS FAA Facilities map. Pilot normally has lock on vertical altitude of 400 feet in third party app. When UAS unlock was required due to airspace; the altitude restriction normally set in the app was deleted therefore causing pilot to inadvertently ascend through the 400 feet UAS ceiling to an altitude of 489 feet for a period of 8 seconds and the altitude deviation was noticed. After descending immediately; I completed the photo mission and landed without incident. No property was damaged or injury of any kind happened during this altitude deviation. Two flights were flown during this mission. The first was a total flight time of 1:04 Minutes and the second was 01:36 minutes.




Synopsis: UAV operator reported exceeding maxumum allowed altitude.
Date: 201303
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: No Aircraft
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: RADARs for certain positions are shared with other positions. Any change of range; tag size; history; etc; are reflected in the other scope. This is a issue when certain controllers are not required to watch the same departure tags or arrival tags. This becomes a bigger issue when training and access to the primary RADAR is limited. De-combine RADARs and make each one independent.




Synopsis: ORD Controller voiced concern regarding the 'shared' RADAR position operations; noting the various; and sometimes conflicting; display set-ups.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp 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: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: FO (First Officer) just returning from lav and tug driver checked in with proper verbiage and advised cleared to release brakes. I replied with Brakes released simultaneously releasing brakes; then standby we have a couple things to do and I'll be back with you in a minute or two. FO sat down and we started to run Before Starting Engines checklist. By 2nd item on the checklist; in the inter phone I could hear STOP STOP STOP STOP which I wondered who or why this was being said to whom. Within a second or two; I realized that it seemed we were commencing pushback from gate. Upon this realization and with all of the yelling STOP; I grabbed the michrophone and advised that I had not told him to push and to stop. By this time; I realize that the tug is proceeding past aircraft left and jackknifing the towbar and has gone out of control. The tug then comes to a stop and I set the brakes as the driver advises me that the brakes failed on the tug. He is no longer paying attention to me and the whole operation stopped. My FO called ramp and advised them that we were disabled partially pushed back and he also requested maintenance.Throughout the next 45 minutes numerous maintenance; station; and ramp personnel came to [examine things]; take pictures; and generally gawk. I talked with two maintenance personnel about their plan and kept the FA's (Flight Attendants) and passenger advised every step of the way. Finally with the damage to the tow bar attach point and after maintenance pinning the gear and working me through to test the nose wheel steering; the decision was made to start engines and taxi about 30 feet back into the gate. This was accomplished successfully 52 minutes after commencing initial brake release.It seems that this occurred due to equipment or Human Failure in operation of the pushback tug.




Synopsis: B737-800 Captain reported that during push-back the tug had a brake failure.
Date: 201406
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Departed [and] hit several birds at 400 AGL. Right engine fan vibration went to 5.0; all other indications normal. Engine was still developing power. Engine vibration was reduced with power reduction. Declared emergency came back landed on visual. Landing was uneventful. Engine was shut down once on the ground. Maintenance said 13 fan blades were damaged; and the leading edge slat on right side.  Airport operations found a piece of our fan blade on runway.  While on the takeoff roll the preceding aircraft reported windshear at 400.


Second narrative: [Report narrative contained no additional information]


Synopsis: An aircraft departed ZZZ and hit several birds a 400 feet causing damage to 13 right engine fan blades and the right leading edge slat. At reduced power engine vibrations decreased so the engine remained running until after landing.
Date: 201911
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: There were strong gusty winds out of the west. As a result Runway 29 was being used for arrivals and Runway 22R was being used for departures.On taxi-out for departure; we were given initial taxi instructions to taxi to Runway 22R via Taxiway K; cross 22R; and then continue on Taxiway P and hold short of Runway 29 on P. Then we were told to cross Runway 29 on P; turn left on Z taxiway; and hold short of Runway 22R. However; given that we were a long wide body aircraft; we were concerned that we might not be clear of Runway 29 once we crossed Runway 29 on P and then proceeded to Z taxiway. The First Officer then asked Tower if we were clear of Runway 29 while holding short of Runway 22R. At this time; the Tower Controller cleared us to line up and wait on Runway 22R and hold short of Runway 29. The Captain taxied past the hold short of Runway 22R and started turning left to line up and wait on Runway 22R. At this time both myself and the other relief pilot immediately advocated to the Captain and FO that we had to hold short of Runway 29. The Captain immediately stopped the airplane and set the parking brake. Thirty seconds or so later; an aircraft landed on Runway 29. After aircraft landed we were given our takeoff clearance on Runway 22R and departed without incident.




Synopsis: B777 flight crew reported confusion regarding Air traffic Control taxi instructions.