elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Physiological - Other; Other / Unknown; Distraction; Communication Breakdown; Troubleshooting; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Cockpit received EICAS lavatory smoke. First Officer left cockpit to investigate when flight attendants would not pick up phone. Found cabin to be filling with gray smoke and light fumes. Went to lavatory 2R to find flight attendants dealing with cell phone in toilet. They had immersed phone in coffee to cool. Later to be transferred to thermal bag. Noted flight attendants to the possibilities of a distraction and keep someone posted near cockpit. I returned to cockpit to brief status. Everyone performed their tasks professionally and confidently.




Synopsis: Air carrier First Officer reported a passenger cell phone fire and smoke. Flight attendants cooled the phone in a toilet with coffee; they then transferred phone to thermal bag.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The issue we had was that we departed on a revenue flight without reviewing all required forms. I was acting as First Officer and non flying pilot in a three pilot crew. This was my first time working in the First Officer position in X months which was in initial training.We were initially setup for a departure on Runway XXR. On the taxi out we were given a last minute runway change to Runway XYR. Performance Data for this runway was not provided on the release. This required me to 'manually' acquire the data from the MCDU. This was the first time online or in training for me of obtaining data in this fashion. It required me to input the current conditions at the airport. When the takeoff data printed out it was in a format that I was accustomed to. I imputed the computed speeds and verified the thrust settings were proper; we weighed less than the maximum allowed assumed weight; the current winds were within tolerances; and that the temperatures were correct. The Captain and Relief Pilot then reviewed the data and all agreed we were legal to takeoff. I mistakenly assumed that we had already received the load closeout and because of this the data I obtained superseded that and the load closeout data was contained with the new takeoff data.Several hours into the flight the Relief Pilot advised myself and the Captain that the load close out in fact printed out a few minutes after rotation. After reviewing the closeout I determined the takeoff was well within the performance data I imputed. However; we are required to review the load closeout prior to takeoff.




Synopsis: Air carrier First Officer reported departing without the correct flight load closeout paperwork.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 15
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I had an IFR flight plan through flightplan.com on file from ZZZ to ZZZZ. I had just arrived about 20 minutes before and had flight following to ZZZ; plus no TFR appeared on my Garmin XM weather during the flight. Upon taking off from ZZZ; at about 4;000 feet; I contacted ATC and asked to open flight following to ZZZZ. He said you have an IFR flight plan on file to ZZZZ and I said; since it was clear would prefer going VFR with flight following. My IFR flight plan was initially to YYY then YYY1 which was closer to shore than going direct. I was given a transponder code and then shortly thereafter ATC switched me to [another frequency.] I contacted ATC; and then was shortly switched to another ATC frequency. That frequency shortly thereafter told me to contact ATC upon landing in ZZZZ. I asked them what for and he did not say. No one mentioned to me that there was a TFR in place and unfortunately my XM weather did not display it; first time that ever happened to me and will look into this when I get back to the states. There was another plane; that was flying with me to ZZZZ and he flew from ZZZ IFR direct. It was never mentioned to him either that he was in a TFR. So yes my mistake being in an active TFR; but this has always been mentioned to me by controllers when on flight following; so hope you can help me on this.




Synopsis: Private pilot is informed after the fact that he had entered a TFR while flying VFR off the east coast of Florida with flight following. The onboard Garmin with XM also did not show the TFR.
Date: 201511
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approach had issued a change to the Sknard4 Arrival into KIAH runway 08L; and later cleared us to descend vial the RNAV arrival.  At 7000 feet; just prior to reaching ZOEEE Intersection Approach issued a change in runway to Runway 08R.  We inserted this into the FMC's; which tunes the radios and sets the FMC waypoints.  We were in a turn to CASST when the 08R runway was inserted. When we looked up; the plane reverted to heading; and vertical speed; and the final altitude of 6000; Speed and final waypoint of CASST was no longer a waypoint in the FMC.  Changing the runway to the 8R transition completely eliminates the northern track on this arrival.  We were in the turn and temporarily had no way to continue on the arrival track which ATC expected us to maintain.  There was also a possibility that our distraction could have prevented us from continuing the descent from 7000 to 6000 as was also expected. Our 08R transition was south of the airport and we were at least 10NM north of the 08R transition routing and north of the runway complex.




Synopsis: Captain reported receiving a late runway change at IAH from Runway 8L to Runway 8R and lost the arrival track while changing the runway in the FMC.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were departing in a C206 VFR without a flight plan. Approach gave us radar services and a transponder code. After the initial climb; I asked ATC for higher to get us out of some haze that was obscuring visibility to around 4 to 5 miles. ATC cleared us to maintain at or below 5;500. We climbed to 5;500. After about 5 minutes; the Controllers had switched. About 2 minutes after that; the new Controller told a Citation to descend and maintain 4;000. Within 10 seconds of that instruction; my passenger and I saw the Citation at our 1 o clock; merging; about 300 feet higher and descending towards our path. The Citation told ATC he got a TCAS RA and began to climb and turn to the left to avoid us. I disconnected our autopilot and initiated a descent. I only descended about 20 feet before the Citation passed our 3 o'clock high. At the closest point I would estimate the Citation was about 400 feet right of us and 300 feet high. Less than 10 seconds had passed by the time we saw the conflict and the Citation had passed us. I believe a classic chain of events led to this. First; the visibility was poor in the haze. Second; the Controllers had switched not long before. Traffic was not heavy at the time; and I don't believe the Controller was overwhelmed. However; the Controller failed to give the Citation an alert about us and vice versa. I think the Citation's TCAS RA broke the chain of events. Had he not acted quickly on it; I don't believe we would have collided; but it would have certainly been much; much closer. I'm not a Controller and certainly not an expert on their job; but I believe during the Controller swap and brief our aircraft wasn't mentioned and we were forgot about until the TCAS RA.




Synopsis: C206 pilot on a VFR departure in hazy conditions reported a NMAC with a Citation descending on a converging course.
Date: 201507
Local time of day: 0601-1200
Location: BTV.Airport, VT
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground BTV
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: We landed on Runway 15 and taxied onto Taxiway C eastbound via Runway 19 as advised by Burlington Tower. We called Burlington Ground; who advised us to taxi to parking to GA parking at the end of Kilo via Charlie and Kilo. A regional jet landed on Runway 15 after we landed and exited the runway onto Charlie westbound; the two planes were a safe distance apart but pointed at each other.Typically at BTV; when two aircraft are on Charlie in opposite directions; ground control advises one aircraft to sidestep onto the GA ramp adjacent to Charlie while the other aircraft passes. The ground controller advised the regional jet to taxi to the terminal via Charlie and Alpha and then advised us to sidestep onto the GA ramp adjacent to Charlie. There was a work area on the GA ramp. We no longer had space to sidestep ahead of the work area due to the incoming regional jet. The jet was getting too close for comfort for me; so we sidestepped through the work area between two empty trucks; ensuring that we were far clear of any personnel in the area. After the jet taxied past us; we returned to Charlie; not crossing the work area a second time.When we returned to our GA ramp; a Burlington Airport Operations representative was waiting for us. He advised us that we had taxied through a NOTAMed work area. He told us that ATC shouldn't have put two planes in opposite directions on the same taxiway. I told him that we had to move out of the way of the jet heading toward us. He replied that I should have told the controller that I was unable to sidestep. I would have violated my personal margins for operational safety if I had not reacted as the regional jet taxied closer to us.




Synopsis: A C172 pilot reported he taxied into a work area to avoid a conflict with opposite direction air carrier aircraft.
Date: 201902
Local time of day: ZZZ
Location: CMH.Airport, OH
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B CMH
ATC / advisory: TRACON CMH
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working North Radar. Aircraft Y was on a visual approach; switched to the tower and short final. Local had Aircraft X in line up and wait and cleared for takeoff. Aircraft Y had to go around due to the other [carrier] not rolling.Aircraft X came off runway heading first; Aircraft Y went around right behind him. Tower had issued a 250 heading to Aircraft Y in trail. Targets were close. Tower switched both at the same time I believe; there was some confusion on the departure frequency and I had other aircraft I was working making transmissions.In my opinion; the targets were merging as the go around aircraft was faster than the departure aircraft. I turned Aircraft Y further south to 180 heading to avoid a conflict with Aircraft X which was being over taken.Aircraft X also took the turn to 180 so both aircraft were turning. I sorted out the confusion; turned Aircraft X back to the west and had to climb Aircraft Y to 040 and turn back to the southwest to avoid Aircraft Z on final to LCK. Tower had no other departures nor was there anyone else on final. Don't use the squeeze play. Further the departing Aircraft X should have been turned northwest with the go around behind turning southwest to separate faster.




Synopsis: CMH TRACON Controller reported a loss of separation when a departure and a go-around got too close.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing and clearing Runway XXR at ZZZ we discovered comm 1 radio was still selected to Approach Control with ZZZ Tower frequency in the pre-select window.  On change over to Tower we were cleared to gate XX; and asked to call the Tower.  I was informed that we were given a green light from the Tower and they attempted to contact us on guard.  We did not see the Tower light signal and didn't hear them call on guard.  I was told everything was fine and they just wanted to know that we were on the same page.  I apologized and thanked them.1. We were in the midst of slowing the aircraft in order to achieve a stabilized approach and I must have become distracted as the call to change to Tower happened at the same time.    2. I should have had the radio volume set higher for comm 2.  3. End of a trans-con red-eye.  4. Both pilots have had minimal recent flying over the last few months.     More vigilance in monitoring guard frequency.  Positively confirm landing (and takeoff) clearances with other pilot.




Synopsis: Air carrier Captain reported landing without a landing clearance.
Date: 202201
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Ground ORD
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport; Procedure; Weather
Primary problem: Weather

Narrative: We landed at ORD on Runway 27C. Conditions were VFR; with 5's being reported as RCCs for 27C. Taxiways were slightly wet at time. We then were given taxi instructions consisting of 'E2 E M X4L G TT A'. Upon crossing 4L; Captain instructed First Officer to shut down engine 1. Upon making the turn from TT onto the A bridge; we started sliding to the left and almost off taxi; but stopped before then. Captain was taxiing slow given the wetness of Taxiways. However; we both did not realize that the bridge would be far more icy due to it being an overpass. We started engine one back up and continued taxi into gate uneventfully. Not anticipating the bridge being icy due to it being an overpass; which is always far colder. If we had realized that; we would have kept engine 1 running due to that possibility of ice contamination. Think ahead for the taxi and if in doubt of any portion of it being uncontaminated; do not taxi in single engine.




Synopsis: Air carrier First Officer reported that during single engine taxi on overpass taxiway-bridge; ice contamination resulted in aircraft sliding.
Date: 201910
Local time of day: 1801-2400
Location: PHL.TRACON, PA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed VFR from Runway 6 at ZZZ 20 minutes after the Tower had closed. Prior to the Tower closing we had obtained our IFR clearance and squawk code from the Local Controller which we entered into the transponder. We also queried him about the preferred departure procedures to use when the Tower was closed. He was not aware of any preferred procedure. Do to the late hour; clear weather; and lack of local traffic my First Officer and I discussed and agreed that a VFR departure would be appropriate and we would pick up our clearance airborne with PHL Approach Control. We subsequently departed without incident and contacted PHL Approach a few miles off the departure end of the runway while leveling at 2000 ft. The Controller radar identified us and asked if we had been released. We responded that we had departed VFR and (as such) did not have (or need) an IFR release. She then proceeded to inform us that if we were departing VFR we should have been squawking 1200 instead of the discrete code we had been given earlier further emphasizing that if we were going to use that discrete code then we should have obtained an IFR release. We apologized for the confusion and the rest of the flight proceeded without incident.In our case; squawking 1200 instead of the assigned discrete code would have eliminated the confusion with PHL Approach as to our VFR/IFR status. This was a little incipient in that we had obtained the discrete code from the tower before they closed and as a course of habit entered it into the transponder then subsequently didn't think to change it back to 1200 before departing.  As an overall safety recommendation; the installation of an RCO (Remote Communication Outlet) to PHL Approach would allow direct access via VHF radio to obtain IFR clearances and/or releases. This would reduce the need to depart VFR and obtain clearances airborne. In my opinion; reliance on personal cell phones to accomplish this task is a marginal solution at best.




Synopsis: A320 Captain reported the flight crew failed to squawk 1200 after taking off VFR.
Date: 202202
Local time of day: 0001-0600
Location: MSLP.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MSLP
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Airport
Primary problem: Airport

Narrative: On taxi-in; when we attempted to turn left from D onto the ramp toward gate X as depicted on the taxi diagram and gate diagram pages; Ground Control informed us that we were turning the wrong way. We quickly determined that all of the gate numbering on the taxi diagram (20-9); airport moving-map page; and Parking Gates and Coordinates page is incorrect. Jeppesen data is incorrect. Better coordination between airport authorities and chart data providers.




Synopsis: Air carrier pilot reported the taxi diagram at MSLP is not correct.