elihoole/asrs-aviation-reports huggingface dataset:
Date: 201706
Local time of day: 1201-1800
Location: T75.TRACON, MO
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: TRACON T75
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Human-Machine Interface; Troubleshooting; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was an overflight at 6000' and reported a NMAC with a VFR aircraft orbiting 35nm North of STL at 6000'. At the time the STL ASR & Mode S was Out to Maintenance (OTM). The VFR aircraft in question Mode C was constantly fluctuating.Constantly call traffic regardless of reported Mode C.




Synopsis: Saint Louis TRACON Controller reported that the Saint Louis ASR and Mode S was released to maintenance. An aircraft reported a Near Mid Air Collision with a VFR aircraft whose Mode C was fluctuating.
Date: 201708
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: On arrival into ZDV airspace; HALEN intersection; we received five Different STARS from the FAA Traffic Management Unit (TMU). First the BOSSS; then the ZEPYN; then the PEEKS; then the JAGGR; and finally back to the ZEPYN arrivals. Just wanted concerned parties to be aware of the high workload this NEXT GEN ATC system is creating. We also went from being 25 minutes early to 7 minutes late.




Synopsis: B737 Captain reported four STAR changes by ATC arriving DEN before being reassigned a previous arrival; costing 32 minutes.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Flight phase: Taxi
Aircraft component: Engine Air Starter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Workload; Training / Qualification; Time Pressure
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Other Person
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at the gate and the boarding took an extra 30 minutes because they boarded too many passengers for the flight. We were within 500 pounds of minimum fuel for the flight as of the current flight release. The Captain decided to taxi out single engine to conserve fuel. During the start of the number one engine we had a Start Valve Open light illuminate in the cockpit. We pulled over and accessed the QRH (Quick Reference Handbook). During this; another Company Pilot taxiing a different aircraft alerted us that smoke was coming out of the number one engine. Then the Engine Overheat Light illuminated. We switched checklists to the engine overheat checklist and shut the engine down. The Captain had Ground call the fire trucks and had me call Maintenance. He alerted the Flight Attendants and passengers. When the Fire Department arrived they visually inspected the engine and took temperature readings which were all normal. The Captain asked the Fire Department to follow us back to the gate and I got a gate. The fire trucks followed us back and we deplaned through the jet bridge without further incident.


Second narrative: We took a 30 minute delay because we had boarded one too many passengers. We pushed and I elected to single engine taxi. Upon taxi out; we started the number one engine. Upon engine rollback the Eng Start Valve did not close. We pulled over into the deice area and started the checklist.


Synopsis: After a delayed engine start off the gate; a B737-700 left engine starter valve failed to close. A passing aircraft reported smoke just as the engine overheat light illuminated. The engine was shutdown; the QRH completed and the crew taxied back to the gate with fire trucks in tow.
Date: 201409
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Eastbound at FL370; Denver Center issued us an unsolicited clearance to FL380. We accepted clearance but the F/O noticed a TCAS +1 target approximately 20 miles ahead.  Captain questioned clearance and was told to climb to FL380.  F/O stopped climb and returned to FL370. Visual contact was established with traffic and ATC was again queried about traffic.  Clearance was again issued to FL380 and ATC insisted that there was no traffic for us.  By now traffic passed directly overhead.  We informed ATC that not only did we see traffic; but tracked target on TCAS.  ATC insisted that there was no traffic and no conflict. ATC then queried other airplanes on frequency and asked if they saw traffic at FL380.  All said negative.   As we were issued a frequency change; things were still a bit tense as we were trying to figure out what just happened.  ATC said they figured things out.  He was issuing us clearances for Company Flight Number and thought we were them!  This mistaken identity persisted through at least a dozen exchanges between both Pilots on the frequency. This was an example of similar call signs fooling the Controller for an extended period of time.  Perhaps Marketing can pay attention to varying their flight numbers whilst building the schedule.




Synopsis: B737 First Officer reports being issued us an unsolicited clearance to FL380 while at FL370. The clearance is accepted but a TCAS target at FL380 is detected 20 NM ahead and ATC is queried. ATC indicates there is no traffic but The First Officer returns to FL370 and watches the traffic pass overhead. A callsign mix up by ATC was the issue.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach to and in entering the pattern for ZZZ; the wrong frequency was entered for the CTAF after listening to the AWOS. The numbers were input in the wrong order. Although the airport was familiar to myself and the private pilot I missed it while looking for traffic upon the 45 for entering the downwind. It became apparent that there was a radio issue as we started to turn base to final and another aircraft took the runway for takeoff. There was no conflict; but we then turned off of the runway and stopped to check the headset connections and checked the frequency. It was clear that the frequency was incorrect. Frequency was changed and we continued with the flight training. Perhaps the biggest issue was the lack of frequent flying of the due to the stay at home request in dealing with COVID-19. I missed the incorrect frequency because of the difficulty in seeing the entire frequency from the right seat and while looking for traffic. The issue could have been avoided by double checking the frequency and moving to a position in the cockpit to clearly see the frequency on the pilot's side of the display.




Synopsis: Instructor pilot reported dialing the incorrect CTAF frequency and landed while an aircraft was lining up to takeoff on the same runway.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff and gear retraction we received a gear door ECAM. We cycled gear as per the ECAM and still received gear door ECAM. Returned to [departure airport] for landing. After landing and taxiing in received a landing gear disagreement ECAM. Upon arriving at gate and meeting maintenance aircraft was grounded due to having a history of this problem.




Synopsis: A319 Captain reported returning to the departure airport after receiving an ECAM for a landing gear door.
Date: 201702
Local time of day: 1801-2400
Location: BTV.Airport, VT
Flight conditions: IMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E BTV
ATC / advisory: TRACON BTV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
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 Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At approximately 10NM SW of JANUD at 5;500ft; received a terrain warning with a aural 'PULL UP'. Took evasive action and climbed to 7;500ft and leveled off.  Notified ATC of the climb and warning. ATC informed us that MVA is 5;300ft and that we should not have received the EGPWS; but that it happens at times. We then were cleared for the approach and continued the the flight as normal.


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


Synopsis: Air carrier flight crew reported encountering a terrain warning at night on approach to BTV and took evasive action.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: A320
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Long call-out reserve; First Officer and I received call out notification at 0728 for a 2145 departure on a ferry flight for maintenance. On arrival at Flight Planning Area; weather was deteriorating rapidly with severe thunderstorm and tornado watch in the vicinity. Aircraft we were receiving diverted resulting in a 2.5-hour delay to a 0318 (0118 body clock) scheduled arrival. After push back from the gate; a thunderstorm was near overhead. We chose to delay start and listen to Tower. Tower was issuing takeoff clearances with 'loss of 20 knots.' I called Dispatch to get a better idea of the present cell and other cells heading our way. After consulting with Dispatch I determined present cell was slow moving and the next cell was close behind and also slow moving. If anything I felt I had a very small window to safely takeoff. I chose to cancel the flight for weather and related fatigue issues. I was asked by Scheduling if I was willing to be reassigned to a flight a Captain had just fatigued out on. I respectfully told the Scheduler I was not. The reason was the takeoff threat had not changed except now I would have 132 passengers versus an empty airplane. In a separate but related issue; I was concerned about fatigue from the start. Both the First Officer and myself were unable to get any sleep from callout to pushback. With a scheduled body clock arrival of 0118; I was vigilant but not concerned. As the time continued to creep; my vigilance became concern. In a February 2002 NASA study (NASA/TM?2002-211394); a Dawson and Reid study of fatigue versus performance impairment is referenced which equates fatigue to blood alcohol equivalence. At 17 hours of straight wakefulness performance levels are at the equivalence of blood alcohol (BAE) .05%. At 21 hours of straight wakefulness; BAE is .09%. The decision for takeoff is now being determined at 17-hour and the landing will occur at the 21-hour point. Had either one of us been able to get rest before flight; my decision MIGHT have been different (weather remained my #1 concern). I felt threats were piling up too quickly. I like 12-hour callout and believe it to be a sound way of assigning reserves. Unfortunately; in this case; rest before flight could not be achieved. Again; with a scheduled 0118 body clock arrival; vigilance was warranted but not a game changer. Increased threat of weather and delay became a problem I chose to act on.




Synopsis: Air Carrier Captain describes the circumstances leading up to a flight cancellation due to fatigue and weather.
Date: 202107
Local time of day: 0601-1200
Location: RNO.Tower, NV
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Descent
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: RNO was using Runway 16L. Neither Pilot had used this runway during previous flights. It was noticed that there are arresting cables depicted on Runway 16L on the Jeppesen diagram (page 10-9). Pilot Monitoring called RNO Tower directly during the arrival to ask about the cables and give time for the crew to make a plan. RNO Tower stated that there are not any cables installed on Runway 16L. Arrival was continued without issue.While taxiing to the gate; the Controller told the crew that Airfield Operations was asked about the cables and responded that cables had not been installed in a long time. The incorrect depiction on the Airfield Diagram created an additional distraction to the crew during the arrival.




Synopsis: Air Carrier First Officer reported a Jeppsen 10-9 chart error.
Date: 202006
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: Global Express (BD700)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While in cruise flight and VMC conditions we encountered an unforecast high-altitude thunderstorm where we apparently rode right through the tops of. Our aircraft radar did not paint this activity and ATC did not show this on their radar either. The aircraft was pushed up approximately 400-800 feet; the auto-pilot disengaged; auto-throttles disengaged; aircraft indications showed an over-speed condition; stall indication; massive wind noise; and turbulence as the aircraft passed through the system.The flight crew became aware of the severe weather when the aircraft went from being in a smooth; stable flight in clear skies to being rapidly pushed up. In addition to the incredible wind noise and several notices from the aircraft such as the auto-throttles being disengaged; the auto-pilot being disengaged; the notice of 'stall;' and the airspeed going into the red on the speed tape. These conditions such as STALL and the airspeed going into the red were instantaneous and lasted less than a couple of seconds.Unforecast high-altitude thunderstorm where we apparently rode right through the tops. Our aircraft radar did not paint this activity and ATC did not show this on their radar either. In addition; we were operating in VMC conditions with clear skies.The Pilot Flying immediately maneuvered the aircraft.  The evasive maneuver was very brief before returning on course and to the assigned altitude. Shortly after this; we requested a block altitude of FL430-450; as we began a cruise climb to our assigned oceanic altitude. Upon completion of the flight; a very thorough post-flight inspection was completed.




Synopsis: Global Express Captain reported a brief period of loss of aircraft control due to  an unforecasted high altitude severe weather encounter.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pressurization Control System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I discussed takeoff performance with Dispatcher prior to leaving hotel. Arriving at airplane I ran several takeoff data messages to verify how much weight we could depart with. Flaps 10 bleeds off provided the greatest weight. Upon receipt of final weights; we were less than 100 lbs heavier than planned; however we could not get any takeoff data despite being below origin max value. Called Dispatch and together we were able to discover our new max weight which was about 300 lbs below our current weight. We taxied out and I kept my eye on our weight because I didn't want to block things up at the end if we were still too heavy. My FO queried me on the Bleeds Off set up. I told him the left bleed would be off; APU bleed on and right bleed on then at Before Takeoff final items he would close right bleed. I failed to tell him the isolation valve needs to be closed. He is still relatively new; on probation. I was so preoccupied with the takeoff weight and burning the extra gas. I never noticed the isolation valve. For TO he had the engine bleeds off and APU bleed on as required but the isolation valve stayed in the open setting. As PM; I discovered the error when reconfiguring the bleeds after takeoff. I told him of our error and took full responsibility for leading him down the wrong road with my discussion of leaving the APU running and turning off the #2 bleed before takeoff.




Synopsis: B737 Captain reported that the isolation valve was inadvertently left open during a bleeds-off takeoff.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Other Aerial Survey
Operating under: Part 91
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Exhaust System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Returning to base following my aerial survey mission. Experienced dramatic engine surging. Performed trouble shooting tasks and emergency checklist items. With no change to engine condition. Attempted off airport landing on field. Struck hidden cable. Aircraft pitched up during recovery aircraft regained some power. Attempted to find better landing area. Climbed to altitude and engine began surging again. Landed on paved ranch runway. Light aircraft damage from cable strike.

Callback: C182 Pilot reported the muffler failed and the baffle blocked the exhaust. This part had 2000 hours on it. The unmarked cable struck; was about 10-15 feet agl on private property; denting the wing leading edge and broke rear windshield.



Synopsis: C182 pilot reported engine surged resulting in a cable strike and off airport emergency landing.