elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B PHL
ATC / advisory: Tower PHL
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
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: Confusion; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared for takeoff on Runway 09L at PHL. We were told by the PHL tower to fly heading 112 on departure and they advised us of landing Aircraft Y traffic on 5 mile final for Runway 35. We clearly acknowledged the takeoff clearance and the 112 heading to fly on departure. During our takeoff rotation the tower advised the landing traffic on Runway 35 to go around. After safely airborne and as the pilot not flying I glanced to my right to see Aircraft Y executing a go around. We were unable to take any action other than to continue the takeoff. Once safely airborne; the FO (First Officer) and I both noticed how close the other aircraft was to us. We estimate we were at the same altitude as Aircraft Y with approximately 1000 feet of lateral separation when we were airborne and crossed the intersection of Runways 09L and 35. ATC told us to contact departure with no further discussion of the matter with them. We continued onto [our destination] for an uneventful landing.


Second narrative: Cleared for takeoff on runway nine left. Tower instructed us after the departure to turn right heading 112. After rotation tower instructed in Aircraft Y landing on runway 35 to execute a go around.


Synopsis: B737-800 flight crew reported departing PHL runway 9 and getting close to traffic on go around from runway 35.
Date: 202105
Local time of day: 0601-1200
Location: CLT.Tower, NC
Flight conditions: VMC
Light: Daylight
Aircraft: DJI Mavic 2 Pro
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Hovering (UAS)
Airspace: Class B KCLT
Reporter organization: Commercial Operator (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Software and Automation
Primary problem: Human Factors

Narrative: I was flying for a video mission; circling a gasoline station at no greater than 150 ft.; in an area that I thought was not regulated for altitudes less than 250 ft. I had consulted with my insurance coverage app and the DJI app in order to make sure the area was not regulated for the operation of my drone under VLOS and less than 250 ft. I was asked to report when admin within the company realized that the flying location was under regulations for no flight i.e. Class B [airspace]. I was in error by not consulting the B4ufly app to determine that my location was inside a no-fly zone.




Synopsis: Commercial UAS operator reported flying a UAS near a Class B airport without authorization.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operating under: Part 91
Flight plan: None
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Aircraft ELT (Emergency Locator Transmitter) was inadvertently activated. Airport event. Medical crew was on an outside call. Medical crew were not present. Public was allowed access to aircraft interior. Children in cockpit flipped several switches including ELT. After removing the children ELT was reset. Communications Center called to inquire. Pilot and copilot seat belts were cross connected from left to right to restrict cockpit access. Always have at least two crew members monitoring aircraft during public events. Do not allow public access to aircraft interior.




Synopsis: Small transport aircraft Captain reported ELT was inadvertently activated during airport event.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Procedure
Primary problem: Human Factors

Narrative: By looking at the logbook I noticed that the airplane just came from C-Check and that the flight was going to be the first revenue flight. We conducted a detail pre-flight and safety check and discovered that the Captain's side flashlight was inoperative (INOP) and that the cockpit oxygen bottle was in the' CLOSE' position. I called the local Mechanic and he fixed the problem with the flashlight. I informed him of the oxygen bottle position and told him that I opened the valve. The C-Check was done in ZZZ by an EMBRAER Repair Station. I don't know if this is an ongoing issue or a rare mistake. Either way I consider this to be a serious issue that can result in a dangerous situation if for some reason oxygen is required during an emergency and the oxygen bottle valve was closed. It would have been easy to miss the oxygen bottle condition under the circumstances (First Officer in IOE; first flight of the day with an early XA:50 AM show and time constraints to get the airplane out on time). The oxygen was serviced the day before per the logbook. Please look into this before something bad happens. Maintenance personnel have to follow established maintenance procedures and ensure completion of each step in the Maintenance Manual/Task Card at hand. Some kind of note should be left in the cockpit notifying the flight crew that the airplane underwent Heavy Maintenance previous to that flight. Crew must check all safety equipment and thorough preflight after any service/maintenance was done on the airplane prior to their flight. High workload.




Synopsis: Captain notices the crew oxygen (O2) bottle handle was in the 'Close' position during their detailed pre-flight safety check of an EMB-145 aircraft. Logbook indicated the aircraft had just been released from a Heavy Maintenance Visit.
Date: 202010
Local time of day: 1801-2400
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground TUS
Second aircraft: Commercial Fixed Wing
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the end of a night training flight with my certificated student; we were instructed to taxi from our runway exit point to parking via a parallel taxiway. As we taxied along the parallel taxiway; I noticed a regional jet pass our aircraft while decelerating on the runway next to us. I saw the regional jet begin to exit the runway on a high-speed taxiway that intersected the parallel taxiway ahead of us. I told my student; who had the controls; to keep an eye on the exiting regional jet. Without stopping; the regional jet crossed the parallel taxiway in front of us and I instructed my student to stop the airplane while I began reaching to take control of our aircraft; though it ended up not being necessary. My student applied maximum braking; stopping our airplane approximately 25 ft. from the regional jet wingtip as it rapidly crossed our path. Without our prompt and aggressive action; a collision would have occurred.I suspect improper coordination between the Local and Ground controllers or an inappropriate approval by the Ground controller to the Local controller allowed the Local controller to clear the regional jet on Tower frequency; we were on Ground frequency; to exit and taxi to parking without stopping. Additionally; the Ground controller did not provide instruction nor information regarding the exiting regional jet to us; [with] no time for us to query either. Regardless; the regional jet crew should have been visually clearing as they exited the runway and crossed the intersection into the ramp. Though dark; our aircraft lighting was on and operating normally; bright LED navigation lights; beacon; and taxi light. Our aircraft is small; but it was visible.Fortunately; we were able to prevent one of the links in the safety chain from breaking to avoid an accident. I will continue to be vigilant throughout every phase of flight.




Synopsis: Flight Instructor reported critical ground conflict during taxi.
Date: 201507
Local time of day: 1201-1800
Location: SIT.Airport, AK
Flight conditions: IMC
Weather elements / visibility: Rain; 3
Light: Daylight
Aircraft: Learjet 40
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZAN
ATC / advisory: CTAF SIT; Center ZAN
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; 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 Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had planned to fly the LDA DME approach into Sitka.  Upon arriving we realized we had the ceiling and it would be shorter to fly the RNAV RW11.  We had been cleared for the LDA but informed ATC that we would like to fly the RNAV and were cleared for that.  I misread the chart; I read the 3;900 feet within 4 miles in the procedure turn as the altitude needed previous to HESOK; the initial approach fix.  I forget that we were cleared to HESOK at 5;500.  I began to descend to meet 3;900 feet by HESOK.  Just at or just short of HESOK Sitka radio advises us that Center issued an altitude alert.  I checked the altitude that we were at and once again misread the procedure turn altitude as the altitude leading to the fix.  I noted that we were on our intended course and was spooked when we seemed to be on course but getting an altitude alert.  According to what I read we were on course and altitude.  My first officer did not catch my mistake and was on the same page that I was.  We had briefed the missed and also briefed that the coast and the terrain were to the east.  Based on my navigation and ATC's alert I assumed we must not be where we think we are if we are on course and altitude and receiving an altitude alert.  I decided to climb south and turn away from higher terrain towards the VOR and missed approach fix.  We advised ATC of our actions held at BKA; re-briefed the approach as well as speaking to ATC to find our mistake.I failed to follow the missed approach procedure due to me thinking we must be off course or set up on the incorrect approach.  6 miles to the south there is terrain at 3;275.  This terrain is roughly between the initial fix where we deviated altitude and the VOR in which we were headed.  When on the ground we spoke with ATC once again going over what I had done wrong.




Synopsis: A LR40 Captain reported misreading the approach chart on arrival into SIT; descended below charted altitude; and got a terrain warning from ATC.
Date: 201405
Local time of day: 0601-1200
Location: CLT.TRACON, NC
Flight conditions: IMC
Weather elements / visibility: Icing; Rain; 0
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E CLT
ATC / advisory: TRACON CLT
Aircraft component: AHRS/ND
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Weather

Narrative: While flying on a direct flight to FFT I encountered severe turbulence; unexpected and un-forecast. The severity of the turbulence kicked off the autopilot and disrupted my MFD page alignment; thus rendering heading bug useless. When I regrouped I felt like I was in a steep climb; but was actually descending at 1;500 feet/min. Then hit heading bug/heading and altitude hold instinctively as a matter of regrouping. With the heading bug not working was forced to recover by hand and was also picking up rime ice. Shortly after recovering and flying requested course and getting back to requested altitude I was cleared back to destination. The GPS/autopilot and altitude capture worked as it should and continued without incident the rest of the way to FFT. Have never had autopilot kick off or lost MFD alignment.




Synopsis: SR22 pilot experiences severe turbulence at 8;000 FT; resulting in autopilot disengagement and loss of heading reference for the MFD. The autopilot would not engage and recovery from a descending turn is initiated by hand.
Date: 201603
Location: ZZZ.Airport, US
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel; Person Maintenance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: [This] morning I and another Mechanic were asked to take an Aircraft from the ramp to the gate at the terminal. I rode brakes and [Maintenance] towed with the super tug (Douglas) it must have been very busy this morning because when we got lined up with the gate it took the wing watchers and guide man at least 1/2 hour to guide us in. Anyway we were guided in. I received a call over the radio to set brakes from the [maintenance]; which I did; I waited a short time to get plugged in for external power during this time I turned off hydraulics and the anti-collision lights. I then left the cockpit to door 2L to open it for the gate agent; when I noticed the plane was rolling. I ran back to the cockpit to get back on the brakes; as I was getting back to the cockpit I heard so body yelling for brakes or chalks I couldn't tell. Maintenance then contacted me thru cell phone to reset brakes which I was already doing. He then re-positioned the tug back under the aircraft to recapture it. During this time I turned hydraulics back on along with the anti-collision lights and verified that there was brake pressure. Maintenance then asked to release brakes again to reposition the aircraft back on the line. We were marshaled back to the line; Maintenance asked me to reset the brakes again which I did. I then turned off the hydraulics and anti-collision lights; I stayed in the seat till the available external power light came on; and turned off the APU. I then exited the 2L door. There were no injuries to personnel or to the aircraft and there were no delays to this Flight!




Synopsis: After towing an aircraft to the terminal; with the tow tractor disconnected; the Mechanic riding brakes left the cockpit seat before ground power was available to pressurize the hydraulic system so he could set the brakes.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Second aircraft: Other
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Distraction; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My D-side had reminded me about a pending confliction that I needed to resolve which I had put off. I was a little annoyed with myself and as such my resolution was perhaps a bit more aggressive than needed. Headings were issued to both aircraft and it worked out fine. I had intended to have Aircraft X on course before he neared the adjacent sector boundary but I didn't check on it quite soon enough. I remember thinking that it would work out fine but I was apparently slightly off in my estimation and the aircraft got within 2.5 miles of the adjacent sector boundary - without actually crossing the boundary - without a pointout; which my D-side also failed to notice.I never did notice the event; Management informed me later as they'd coincidentally been monitoring the sector.I had perhaps gotten a little complacent from the routine and experience. I'll be extra sure to follow up on any headings issued so as to ensure the aircraft involved perform as expected; and to be more vigilant in protecting my airspace boundaries.




Synopsis: ARTCC Controller reported an airborne conflict due to a handoff issue.
Date: 202105
Local time of day: 1201-1800
Location: MSN.Airport, WI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C MSN
ATC / advisory: Tower MSN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On initial climb at about 1;000 feet we got a TCAS resolution advisory when an aircraft crossed our departure path. We maintained vertical speed in a climb to comply with the RA. Aircraft almost crossed our departure path only about 100 feet below us.




Synopsis: Air carrier Captain reported NMAC during initial climb from MSN airport.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out of ZZZ to ZZZ1 ferry flight at FL 380 we received an Engine Driven hydraulic system low pressure light on B system. Ran QRH Procedure and continued. At FL 410 we received an Engine Oil Filter Bypass indication on forward panel. Ran QRH Procedures; which led us to an engine shut down. [Advised ATC] and requested return to ZZZ. As we turned towards ZZZ; we received a B system electric pump low pressure light with no hydraulic fluid remaining. Ran QRH for B system failure and reviewed our procedures.Returned to ZZZ (longest runway). Advised ATC; Company Operations; Maintenance and Dispatch of both failures.Complied with QRH; landed and taxied to gate uneventfully. Made appropriate ELB entries; spoke to Maintenance and Dispatch to verbally confirm entries and events.


Second narrative: Approximately 150nm East of ZZZ climbing through FL380 we noted an Eng 2 Hyd Press Low Light. We ran the QRC and turned pump off per checklist.15 mins later level FL410; we noted No.2 Oil Filter Bypass Light. We retarded the throttle to idle. The Oil Filter Bypass Light stayed illuminated at idle. The checklist led us to Engine Failure or Shutdown Checklist.We shutdown the No.2 engine. After completing the checklist; we noticed the No2 Electric Pump light on. We checked the hydraulic quantity and found the hydraulic quantity at zero.We the ran the Loss of Hydraulic B System Checklist; advised ATC; returned to ZZZ for an uneventful landing.


Synopsis: Flight Crew reported #2 engine driven pump failed; causing loss of B hydraulic system requiring an inflight shutdown of the affected engine and an air turnback and precautionary landing.