elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1801-2400
Location: PHL.TRACON, PA
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PHL
ATC / advisory: TRACON PHL
Second aircraft: Small Aircraft
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: During arrival into TTN; weather CAVOK; approximately 15 miles southwest of TTN at 4;000 feet MSL we received a TCAS traffic alert followed several seconds later (less than 5 seconds) by a TCAS 'descend' RA. The traffic was a single engine aircraft that initially indicated on our TCAS approximately 100 feet above our 12 o'clock position and less than 3 miles. Estimate our aircraft missed the single engine traffic by approximately 200-300 feet. Pilot flying successfully maneuvered aircraft in response to RA; and pilot not flying acquired traffic visually during TCAS RA response maneuver. ATC (PHL Approach) did not alert us to traffic until execution of RA response; and pilot not flying subsequently reported the RA to ATC. Causal factors contributing to hazard incident include late ATC traffic advisory; and the short time interval between the TCAS traffic alert and Resolution Advisory. Suggest a review be conducted of the ATC radar during the incident to help identify additional contributing factors and determination of root cause(s).




Synopsis: Corporate jet First Officer reported a NMAC 15 NM southwest of TTN with a general aviation aircraft.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was the Lead working this outbound and I misloaded the dangerous goods onto the aircraft. We had about 10 pieces of dangerous goods in bags weighing roughly 600 pounds; so I assigned the cargo to Pit 5 on my scanner. There was a breakdown of miscommunication between the back pit loader and myself; and the cargo was loaded into Pit 4 instead of Pit 5 along with approximately 50 bags. The cargo quick packs were scanned into Pit 4 mistakenly; but were assigned to Pit 5 on the [load plan]. I was unaware that we are not allowed to load dangerous goods onto a nesting system and I'm not sure if this is a new SOP but it was new to me. Dangerous goods was surrounded with 15 bags per SOP.




Synopsis: Air carrier Ramp Lead reported a communications breakdown with ramp loading personnel regarding loading Dangerous Goods in correct cargo pit.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Company Policy

Narrative: I don't have a record of the original aircraft we started in before we were swapped to this aircraft. The original aircraft had a Pack 2 overload message that had been chronic; three write ups in six days and Pack 2 was on MEL when we received the aircraft. The MEL requires an operational check of the recirculation fan for the Integrated Standby Instrument System (ISIS); and when we did that operational check the recirculation fan was not working. I notified Maintenance and we were in the boarding process at this point. They sent a mechanic out who tried various things to get the recirculation fan to work with no success and then he asked me (the Captain) 'what do you want to do?' knowing this plane would be grounded without a working recirculation fan.The reason for this report is because in this station in particular this attitude of noncompliance with inoperative items is pervasive. This is well known on the line; and hopefully Captains will make the right choice when faced with this decision; but it's a decision that a captain shouldn't even be considering.When mechanics are hinting to Captains 'what do you want to do?' we have a cultural problem at the airline. The threat is of course that anytime a mechanic and or Captain go outside of standards to self-evaluate risk it is not a path we want to go down. I'm not certain why it seems to be such an accepted norm in this station; but it deserves attention.Captains have to make the decision to do it right even when it's not convenient. The company could look at why this attitude is accepted in this station.




Synopsis: An Embraer regional jet Captain reported his aircraft's Pack 2 chronically malfunctioned. The MEL permitted pack off flight with a functioning recirculation fan; but after he discovered his aircraft's recirculation fan was inoperative; Maintenance was reluctant to address the situation.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: While parking at [the] gate; we repeatedly received a stop obstruction command from the automatic parking system.  This instruction precluded the display of our aircraft and flight information; so to verify we had the correct gate; I had to look at the flight info.  There I confirmed our flight number; [then received] an administrative message reminding employees to upload their vaccination info by Date.  Since the company has told me I will be placed on involuntary unpaid leave with no benefits starting Date 1; this surprising announcement immediately captured my attention.  I worked to compartmentalize my thoughts and maintain my focus on aircraft movement and my duties; but it was challenging.  We parked; the Captain set the brake; I shutdown the motor and turned off the fasten seatbelt sign; sterile light; and beacon; but then I accidentally deviated from my flow and began cleaning up the flight deck.  I neglected to finish my flow until about a minute later.  This is a mistake I don't think I have ever made before.  I am certain my lack of focus was caused by a reminder that I am about to lose my job that I worked so hard to gain.




Synopsis: Air carrier First Officer reporter getting a distracting message during taxi into the gate regarding a company requirement to report vaccination status. Reporter stated the distraction caused them to deviate from their flow.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 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: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Manuals; Chart Or Publication; Human Factors; Aircraft
Primary problem: Chart Or Publication

Narrative: It was brought to my attention that I may have routed the capillary lines incorrectly on an EMB-135 aircraft's oxygen bottle during a C-Check at ZZZ using Work Card (W/C) XXX-06 for completing an [Oxygen] Leak Check. I was shown I [had] completed installation of the capillary lines in September 2013; by a Manager in October 2013. I must have inadvertently connected the capillary lines incorrectly. I was told by Manager that the EMB-135 aircraft's oxygen bottle pressure gauge kept a good pressure reading; but because of the capillary lines being installed incorrectly the Oxygen bottle level drained without knowing. [Recommend] clarifying proper installation of lines on Work Card (W/C) and have a better Functional Check to verify installation.  The W/C picture of the oxygen line installation figure may need to be clarified to show the correct installation of all lines. Found while aircraft in service at gate.




Synopsis: An Aircraft Maintenance Technician (AMT) was informed he may have incorrectly routed the capillary lines to a Crew Oxygen bottle on an EMB-135 aircraft during a C-Check; causing the oxygen bottle to drain without knowing.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Because of the COVID pandemic; I have not been flying very often. Additionally due to construction on the airport (ZZZ); unusual taxi patterns are in effect. This morning; I observed a construction barrier on the taxiway blocking the usual path to Runway XX which took my attention. I passed a hold point by about 50 feet at Taxiway G that the Controller had given. Other than the missed instruction; there was no danger or incident. I focused too much on the construction barrier and not the big picture and the Controller's instruction.




Synopsis: GA pilot reported a taxiway incursion and cited construction related distraction and lack of flying as contributing factors.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived to the aircraft 55 minutes prior to departure. Walking into the forward galley; I immediately smelled an unidentified odor. Walked into the Flight Deck and was overwhelmed by odor. I initially thought it was a dirty sock smell and assumed it had came from packs. However; aircraft was on ground power with APU and APU BLEED off. My secondary thought was wondering if one of the chillers was leaking refrigerant. Said hello to two of the flight attendants (in first class) and asked if they smelled the odor; they both did. Asked them to come to the flight deck and they both had a strong reaction to the smell. One said she thought it smelled like a dead animal. 43 minutes prior to departure; I called ZZZ Maintenance and described the issue and asked for a Mechanic. Meanwhile; one of the Flight Attendants declared she was developing a headache. I wondered if I was; also; developing the same symptom? I brought all of the Flight Attendants; as well as; the First Officer into the conversation. At the conclusion of the conversation; and in the interest of safety; I communicated with the Gate Agent to hold off on boarding the aircraft. Maintenance told me I needed to write it in the AML but advised me the check would take a couple of hours. I contacted Dispatch and he advised me we had another aircraft across the hall in the other ZZZ terminal. Crew vacated original aircraft; waited on new aircraft to deplane and expedited the boarding process. We got off the Gate 25 minutes late from original departure time and made up some time in flight the best we could.Not knowing what the odor was and feeling like there was a possible correlation between the odor and mentions of headaches made the aircraft a safety concern.




Synopsis: Air Carrier Captain reported a fume event during preflight duties at gate. Captain contacted Maintenance and Dispatch which resulted in an aircraft swap.
Date: 201705
Local time of day: 0601-1200
Location: MRY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We were enroute to MRY via direct SNS VOR; roughly on the 320 radial. They were landing 28L and the controller asked us which approach we wanted. We requested the RNAV 28L; expecting to get vectors to HIXAR. We were 'cleared direct SNS; direct HIXAR; for the straight in approach' After reviewing the plate; it appeared to me that we would need to do a procedure turn after HIXAR; and not a straight in as cleared. I queried the controller if he wanted us to do the straight in or the full approach. He replied that we should track the 146 radial to HIXAR; and then straight in for 28. About 1 minute later; he again repeated we were cleared for the approach; straight in 28L. After crossing HIXAR; we turned right; for the straight in approach to 28L; as cleared by the controller. Due to the intercept angle; we slightly overshot the course after crossing HIXAR. We were in VMC conditions; quickly got back on course and did not descend until we were back on course. The approach was stable and we landed uneventfully. After landing; the captain and I reviewed the plate again and we were still unsure if a straight in approach was correct; despite being told to make a straight in 3 times by the controller. The #1 ball note states that the procedure is not authorized if approaching from the east through south east; which makes sense for a straight in approach. The transition from WIGGL states NoPT; which makes sense. The transition from SNS does not say NoPT and shows a procedure turn; so I now believe we needed to do a left; teardrop course reversal after crossing HIXAR instead of turning right for the straight in.


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


Synopsis: Light Transport jet flight crew reported being cleared for the RNAV Y Runway 28L at MRY; with no procedure turn at HIXAR. The crew questioned the clearance and ATC restated straight in from HIXAR. The crew complied but still believed the clearance was not correct.
Date: 201504
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The cause of our aborted takeoff was two blown right main tires. What caused the tires to blow is entirely speculation at this point. My First Officer was flying and as we reached V1; we heard a very loud bang followed by intense vibration and strong odor of burnt rubber. I called 'abort; my aircraft' and immediately took the controls. I applied full reverse thrust and braking. As we decelerated; the aircraft began pulling to the right and I had to put in opposite rudder and modulate the braking. I managed to get the plane onto the high-speed [taxiway] where ultimately we came to a halt. Tower could not confirm a fire so we dropped the door and my First Officer went out to see if there were any flames. He came back quickly and told me that there was no fire; but both right mains had burst. I decided to keep the passengers on the aircraft due to the extreme cold weather and wait for buses to arrive. Emergency crew rolled quickly to the scene; followed soon after by buses from the airport authority. We had our hands full notifying all the required parties. We followed all checklists and procedures. At no time during the taxi out to the runway did the aircraft exhibit any unusual tendencies; nor were the brake temperatures out of tolerance.




Synopsis: EMB-145 Captain experiences two blown right main gear tires at V1 and rejects the takeoff.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Situational Awareness; Distraction; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was working ground during a departure push. I had 3 IFR aircraft taxiing on the Bravo taxiway; one IFR taxiing on taxiway AXX to Runway XXL; and VFR aircraft taxiing to Runway XXR. I was busy coordinating a runway crossing at AY for Aircraft X while taxiing Aircraft Y to Runway XXL at BX; Aircraft Z to Runway XXL at BYY; and Aircraft A to Runway XXL at AXX. After getting the approval to cross Runway XXL at AY with the Aircraft X; I instructed him to taxi Runway XXL full length via Bravo. Taxiway Bravo had a wingspan restriction between BY to BZZ to aircraft with a wingspan greater than XX feet. During the numerous transmissions I was making I failed to realize my mistake of taxiing Aircraft X full length instead of to BX for back taxi. My Supervisor/CIC noticed when the aircraft was taking the runway. FOD was reported by workers in the area in their work area. This was my 3rd day of work after a quick turn; from a 1 day weekend; having worked 5 days before that. I was also on a new schedule returning from 5 on 5 off; working this shift for the first time in 6 months.Recommendation: To be more vigilant in knowing NOTAMs and issue correct taxi instructions to correct aircraft types.




Synopsis: Ground Controller reported inadvertently taxiing an aircraft into a restricted area.