elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
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: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: A Cessna taxied out and entered the run-up area at the western end prior to departure. ATC (Ground) advised the pilot to call when ready to exit the pad. We began our taxi from the gate area and were taxiing on A towards runway. Ground Control instructed us to taxi 'up to and hold short' of the runway. As we approached the run-up area; the Cessna moved to the eastern corner of the run-up pad appearing as if he were trying to go ahead of our aircraft. Tower gave us a takeoff clearance and we rounded the corner onto the runway. The Captain used normal taxi thrust throughout the entire turn and we taxied into position on the runway. Entering the runway; we heard the Tower ask the Cessna if he needed any assistance. The Cessna owner said he wasn't sure but then stated that his prop had struck the ground and sustained damage due to the jet blast from our aircraft. He was asking for pilot names and owner information for insurance purposes. By moving to the east end of the pad and close up to Taxiway A; the Cessna had put himself directly behind our aircraft and apparently in our thrust line. No excessive thrust was used; just normal taxi thrust; but due to the proximity of the Cessna it was apparently enough to upset his aircraft.


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


Synopsis: B737 flight crew reported a Cessna in the run up area was exposed to jet blast that caused damage to the aircraft.
Date: 201701
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: IMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Off-airway vector for approach to runway 12R in SJC. NORCAL cleared us to descend to 5600 feet. (MVA and MSA alt 5600 feet). In IMC; both of us noted the terrain in area. [We] got [a] 2500 feet call out as expected as we crossed over ridge line. Shortly after; as [we were] descending through 5800 feet; [we got a] GPWS terrain warning. We immediately performed escape maneuver with Takeoff Go Around thrust. ATC was notified of our climb. We leveled off at 6600 feet. Once clear of the terrain; and with clearance from ATC; [we] descended back down to 5600 feet.


Second narrative: We [were] on the RAZZR4 Arrival into SJC. NORCAL took us off the arrival and cleared us direct ARTAQ on the ILS12R. We were Night IMC in the weather. We were cleared down to 5600 feet. We discussed the terrain ahead and kept a shallow descent [so as] not to trigger the GPWS. We got the 2500 foot call followed by the RA bouncing around. The lowest I noted was 1800 feet RA. The GPWS triggered TERRAIN TERRAIN followed by PULL UP. Performed the GPWS Escape Maneuver. Climbed to 6600 feet. The Captain notified ATC of the climb. ATC said 5600 feet is a safe vectoring altitude. After clearing the terrain we continued our descent and approach into SJC.


Synopsis: A319 flight crew reported receiving a GPWS terrain warning on a night IMC approach into SJC when they were vectored off the arrival. ATC reportedly assured the flight they were at a safe vectoring altitude.
Date: 201211
Local time of day: 0001-0600
Location: CYYZ.Airport, ON
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON CYYZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: We were cleared for the YWT4 [WATERLOO FOUR] RNAV STAR; descend to 11;000 MSL. The FMC was programmed and on VNAV PATH. When it became clear we would not make the intermediate crossing restrictions we contacted ATC.




Synopsis: When a B737-800 flight crew became aware they would be unable to comply with a crossing restriction on the YWT RNAV STAR to CYYZ they advised ATC.
Date: 201311
Local time of day: 1201-1800
Location: TEB.Airport, NY
Flight conditions: IMC
Weather elements / visibility: 10
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E N90
ATC / advisory: TRACON N90
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Ambiguous

Narrative: Being vectored for approach to ILS 19 at TEB IMC at 3;000 FT MSL; 190 KTS; received a TA followed immediately by an RA descend command and within one second RA reversed to a climb; then an increase climb command. Topped out at 3;800 FT MSL. RA was displaying -500 then -100 and the RA commenced. The issue was the initial descend command with the target below us. It didn't make sense; but followed the commands and they reversed themselves to a climb shortly after the descent. No visual on the conflicting traffic. Approach was moderately busy and did not provide a traffic advisory. Training is to always follow the TCAS commands and we did. This G550 is equipped with Certification F [CPDLC Software] and submitting this to crosscheck if other like equipped G550s have had similar reversal RAs.




Synopsis: G550 Captain experiences a TCAS RA at 3;000 FT while being vectored for the ILS at TEB. The initial RA is to descend and is then reversed to a climb; then an increase climb. The reporter was in IMC and did not see the intruder and ATC did not provide a traffic advisory.
Date: 202004
Local time of day: 0001-0600
Location: HNL.Airport, HI
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
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
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We brought Hazmat/Diesel fuel on Aircraft X. The Diesel fuel was failed to be offloaded at HNL and it was continued on to ZZZ on Aircraft X. An Agent in ZZZ realized it was on board in the forward cargo compartment and it was offloaded in ZZZ.




Synopsis: B737 Captain reported Hazmat cargo was not offloaded at intermediate destination and erroneously transported to subsequent destination.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Work Refused; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Hazardous liquid spilled in forward cargo department.Cause: TSA missed bag with hazardous liquid in checked bag contained in laundry detergent containers.




Synopsis: B737 First Officer reported hazardous liquid spill in cargo pit from passenger checked bag.
Date: 201603
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Cockpit Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Recently we upgraded all of our B-737s with new Ipad holders for ground and flight operations.  Upon first review; the Ipad holder seems to be an improvement on the previous suction cup design.  However after having flown multiple segments with the new IPad holder; it is a bit of a safety concern.  The holder drops down several inches below the clipboard/window line.  The creates an impediment to my ability to move my arm while taxing the aircraft.  It has also on several occasions; bumped my elbow and forearm while I am performing crosswind landings.While the holder has some good points; modifications are needed to this holder to ensure in does not impede my ability to taxi the aircraft and perform crosswind landings.




Synopsis: A Boeing 737 Captain reported an anomaly with recently installed cockpit holders for the iPad. He stated that the mount tends to drop down which can impede arm movement; especially when taxiing or performing crosswind landings; and needs to be modified.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; 3
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On short final after a 3.4 hour cross-country flight the engine quit. [ATC was advised] and pilot safely operated an engine failure landing on runway; vacating the runway as well. Engine failure was due to faulty fuel gauge indicating aircraft had adequate fuel present when fuel starvation occurred.




Synopsis: C150 pilot reported a loss of engine power on short final due to fuel exhaustion that resulted in a dead-stick landing.
Date: 201308
Local time of day: 0601-1200
Location: RFD.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E RFD
ATC / advisory: TRACON RFD
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Loss of GPS signal and primary navigation equipment while in flight. Signal was lost twice and service restored within 10 minutes. Longest duration of outage was 5 minutes. Loss of primary GPS navigation was reported to RFD Approach. After discussing this with other local airmen; I believe there may be a source of interference in this area. Another pilot reported loss of GPS while en route at low altitude through this same area.

Callback: The reporter states that the area in question is mostly farmland with no large structures or other possible sources of interference in the area. The interference detected by another pilot was on a different date but in the same area.



Synopsis: BE35 pilot reports a loss of GPS signal at 5;000 FT in the vecinity of RFD. Discussions with other local airmen indicate that there may be a source of interference in this area near SIMMN Intersection.
Date: 201301
Local time of day: 0001-0600
Location: MEM.Airport, TN
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B MEM
ATC / advisory: TRACON MEM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: The RECAT wake turbulence spacing caused us to encounter the wake turbulence from the previous aircraft. Further Tower was telling every aircraft to use minimum time on the runway because of other aircraft on very close approaches. This is eroding safety both in flight during approach and while decelerating and vacating the runway. Don't space us so close when we have tailwinds on final. The tailwind is holding the vortices of the previous aircraft right on the glide path causing a greater opportunity to cause encounters when aircraft are slow and close to the ground.




Synopsis: MD-11 Captain reported that ATC procedures on MEM arrivals are causing avoidable wake vortex encounters.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: King Air C90 E90
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We had just received this aircraft the day before and it was 24 years newer than what we had been flying. The chief pilot called and ask if I could fly to an outlying field and pick up a medical team and fly them back to home base. I took my time and ran the complete checklist and departed on the active runway.The aircraft accelerated normally and after I rotated I took my hands off the throttles to raise the landing gear; the left engine lost power. Auto feather was engaged so the aircraft was kept in control and I notified the tower I had an engine failure and continued to climb to a safe altitude. They asked me if I needed priority and said negative and requested for a few minutes to sort the problem out. I started to troubleshoot and found the left power lever was at idle. Advancing the power lever restored normal power and I continued without incident.




Synopsis: BE90 First Officer reported a loss of power after takeoff on one engine due to the friction lock not being set for a throttle.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Cabin Window
Component problem: Failed; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During cruise flight port side cabin door window popped out and departed the aircraft. The helicopter just came out of paint and the gasket was installed improperly. Pilot corrective action was to slow to 50-60 KTS and land as soon as possible. No further damage was done to aircraft; people; or property on the ground.




Synopsis: An AS350's right cabin door window popped out and departed the aircraft in-flight; following an aircraft painting the window gasket was improperly installed; the pilot landed as soon a safely possible.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MU-2
Operator: Personal
Operating under: Part 91
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Bonanza 33
Reporter organization: Government
Reporter function: Local
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
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working the Local Control position; we were active Runway 3. I had a BE33 (IFR) on an ILS approach to Runway 26R on a 3 mile final with instructions to circle to land Runway 3. SCT Approach switched a MU2 (IFR) to me 4 east of the airport on an IFR Visual Approach. I advised the MU2 to make right traffic to Runway 3. The MU2 turned to the down wind 2 northeast of the field and reported that he did not have the BE33 in sight. The BE33 was turning a 1 and 1/2 mile final to Runway 3. I gave him the traffic. The MU2 abeam the numbers for Runway 3 again said he did not have the BE33 in sight. The BE33 at that point was abeam him less by than 1 mile opposite direction. There were no altitude restrictions on either aircraft. Chino Tower is a VFR Tower. We are not authorized to provide separation between IFR arrivals; per LOA. These two aircraft were well within standard IFR separation requirements. SCT needs to train its controllers on proper IFR separation requirements and inform them that we are not authorized to provide IFR separations on arrivals.




Synopsis: VFR Tower Controller described a potential separation issue when the Approach Controller failed to insure required separation between two IFR arrivals.
Date: 201510
Local time of day: 1201-1800
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Aircraft; Airspace Structure
Primary problem: Ambiguous

Narrative: Relatively new RNAV Arrivals into OAK resulted in FMC commanded airspeeds exceeding the below Class B 200 knot speed limit requiring Pilot action to prevent exceeding the limit. (Pilot action we accomplished on this and other recent flights into OAK.)  Is it possible to adjust the FMC speeds to comply with the Class B airspeed limits at the appropriate point on the arrival?




Synopsis: A B737 Captain wonders if it is possible to adjust the FMC speeds to comply with the under Class B airspeed limits at the appropriate point on arrivals that pass beneath the Class B airspace; in this case OAK.