elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 0601-1200
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
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Arrived at Gate XX ready for Flight ABC to ZZZ1. Preflight setup and pushback seemed to go correctly in accordance with 'COVID normal' protocols of flight deck sanitation; mask wear; and external 'threat awareness (recency of experience; industry impact; employee distraction; etc.). I recall coordinating with push crew and FO for ramp push clearance to Spot XX; with subsequent engine start clearance prior to setting brakes and release at Spot XX. I do not recall missing the required coordination from Ramp Control to metering and Ground prior to taxing from Spot XX; but have been advised that we did fail to obtain release/clearance from Ramp Control prior to subsequent taxi clearance with Ground. Perhaps the external distractions I had been so concerned about finally caught up to me.It is never my intention to disregard procedure and can only promise to be more diligent on internal threats (my own; included) in this new threat environment. Speak louder through the mask and ensure all communication and associated procedures are complete in step by step manner through verbalization; verification and monitoring to preclude error.


Second narrative: We called for push and were pushed to the top of the alley. The taxiway was directly in front of the aircraft and we switched to Ground after engine start to commence taxi. Have been informed ZZZ Ramp would like a call to switch us to Ground themselves.


Synopsis: Air carrier flight crew reported a taxiway incursion and stated distraction from COVID-19 pre-flight related procedures contributed to the event.
Date: 202106
Local time of day: 0601-1200
Location: IYS.Airport, AK
Weather elements / visibility: 10
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was instructing a Student Pilot on traffic patterns and full stop taxi back landings this morning at IYS off of Runway 04. We had been working in the pattern for over 30 minutes; making all radio calls: 'upwind; crosswind; downwind; base; and final'. For over 30 minutes we were the only ones in the traffic pattern and landing at the airport. We made frequent position radio calls the entire time we were there. We were on our 4th landing; on the final leg for Runway 04; when a multi engine aircraft overtook us from behind and underneath. Not only had we made a 'turning final' call but I also personally made a 'short final' call. We were already established on a stable approach and on glide slope. We had not heard any radio calls at all from any other aircraft for PAWS or the surrounding area while on that lap in the pattern. We believed we were the only ones in the traffic pattern or attempting to land at the airport.After I made my short final call; I saw them at my 2 o'clock position underneath us. They heard my call and finally made a radio call with their position; and made a hard right 360 to avoid traffic. We started a shallow climb on our present heading; responded over the radio and informed them we would continue our final heading to also avoid conflict. We came to a full stable stop on Runway 04 and taxied to the parking area where I shut down the plane and had my student and myself take a break. The other aircraft continued to fly multiple approaches; only ever making a call when on their own short final. We waited for them to leave the area before starting the plane up again; taking off; and leaving that airport.




Synopsis: Light aircraft flight instructor reported an NMAC on final approach at IYS airport.
Date: 201404
Local time of day: 1201-1800
Location: GPT.TRACON, MS
Weather elements / visibility: Turbulence; Thunderstorm; Rain; Haze / Smoke; Windshear; 4
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D GPT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: [I] was avoiding a thunderstorm when GPS signal was lost. During the lapse of signal I drifted south into Class [D] airspace of GPT. Upon GPS signal return I realized I had entered Class [D] and immediately reversed course to exit airspace. I entered approximately 1-1.5 miles into Class [D] and then reversed course to exit as fast as possible while avoiding rain showers; and then remained clear of Class [D].




Synopsis: PA23 pilot reports drifting into GPT Class D at 3;000 FT; while avoiding thunderstorms and experiencing a GPS outage. When the signal returns the error is discovered and the reporter quickly exits.
Date: 201510
Local time of day: 1801-2400
Location: MMTJ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We departed from Tijuana Airport with a restriction in our climb of 5000; after the take-off we contacted SoCal departure on 119.6 and received vectors on course; the vector was on a heading of 300 and continue the climb to 15000. Passing 6000 feet we saw on our Navigation Display traffic 3000 feet above us at 5 miles approximately at 1 o'clock [from] our position.Since English is not our first language; we thought we misunderstood the climb clearance and again contacted SoCal to verify the clearance; and we had the same answer to climb to 15000.We tried to reduce vertical speed in order to avoid the TCAS warning; but the traffic was too close and we had the TRAFFIC TRAFFIC warning followed by the Resolution Advisory which commanded us to level off at approximately 8500.When clear of conflict we told the ATC and continued the climb to 15000 with no further information about the traffic.




Synopsis: A320 Captain reported receiving an RA on climbout from MMTJ.
Date: 201412
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Second reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After [the flight] blocked in; [while] waiting for the all clear from the marshaller. The marshaller started their walk around of aircraft prior to Number 2 engine shut down and Anti Collision Beacon being turned off. After trying to get ahold of marshaller and unable to the Marshaller started to walk in toward the number 2 engine while it was still running. I was just off the Captain's wing tip waiting for all clear. I walked into the aircraft footprint and proceeded under the aircraft and under the number 2 engine's centerline. I did this in order to move marshaller out of danger from engine ingestion area.


Second narrative: Chalked the plane and proceeded to do my walk around. I was not paying attention as one of my coworkers was yelling to get my attention to not walk under the engine 2 because it was running. Then a lead ran and finally got my attention and stopped me right away. I just was not thinking and went ahead and did my walk around without waiting for the engine 2 to be shut off.


Synopsis: After the Marshaller had chocked the inbound aircraft at the gate the Marshaller began a walk around inspection despite the right engine still running and the anti-collision light safety reminder still illuminated. The wing walker from the left side of the aircraft sprinted under the fuselage and under the running engine to prevent the Marshaller from passing in front of or behind it.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were taxiing out when we got a call from the forward galley that they had an oven fire. They explained that they smelled an abnormal burning smell and looked in all the ovens until they found the source. The oven was turned off and contained the first class entrees. When they opened it smoke came out and they could see a bright red glow coming from the back. The flight attendants told me they had pulled the circuit breaker and they had a Halon extinguisher ready and asked if they should reopen the oven. The captain turned off both utility busses immediately. The flight attendants asked if they should reopen the oven and I told them to leave it closed to contain the fire. I asked if there was any sign of fire outside the oven and they said no. I told them to continue watching it and use the extinguisher if it appeared to be spreading out of the oven.We informed ground that we wanted to taxi to the [holding area] (which we were right next to) due to an oven fire. They rolled the fire trucks to us just as a precaution. We called ramp control and told them we needed to return to the gate. We informed dispatch of the situation.At the [holding area] the fire marshal informed us that there was no exterior evidence of a fire. We shut down the engines and they brought air stairs to door 1L to inspect the oven and make sure the fire was out. The firemen and maintenance techs agreed that the oven had probably shorted and overheated. There was heat damage to the inside of the oven; but there was no fire. Maintenance recommended towing back to a gate and leaving the utility buses in the off position.A super tug towed us back to the gate and we deplaned.Finding the source and removing power quickly probably prevented this from becoming a real fire.




Synopsis: B757 FO reported a Flight Attendant called during taxi to report an oven fire. Flight returned to gate for maintenance attention.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: MEL; Aircraft
Primary problem: Aircraft

Narrative: Aircraft had MEL of Pack 2. While climbing out Pack 1 valve closed (advisory message) and would not remain open after following QRH procedures; rendering us with no air conditioning or pressurization systems found by searching the EICAS for cabin altitude climb rate. We contacted ATC; stopped the climb approximately FL180; started a descent; and started a return to ZZZ. In troubleshooting the problem; Pack 2 was able to provide pressurization and cooling during our descent as temperatures in cockpit and cabin were high. Utilized Pack 2 although it was MEL. During the logbook review; the Pack was MEL because of the valve closing; and a reason why I attempted to operate it and see if it would assist us in our situation. Due to the quick action of the flight crew; the cabin altitude was never out of tolerances and the only discomfort was temperature for passengers and the delay; as we were down to ten thousand feet very quickly. CRM was a great part; as the entire crew was able to return the aircraft safely to the ground in minimal time.




Synopsis: EMB145 Captain reported on climb out with one air conditioning pack deferred; the other pack failed. Captain reported crew ran QRH procedure and used deferred pack to provide pressurization and cooling on return to departure airport.
Date: 201705
Local time of day: 0601-1200
Location: PIA.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 350
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C PIA
ATC / advisory: TRACON PIA
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On our way out to PIA we were cruising at 10;000 feet. I was the pilot monitoring. The weather was VMC. About a 100 miles from PIA we were cleared to go direct to our destination. The ATIS was advertising landing RW 31 and RW 22. We choose to land on RW 22 with the GPS approach. Once we got about 50 miles from the airport we asked ATC if we could go direct to WEKAR one of the fix on the approach. ATC agreed and cleared us for the GPS approach telling us to cross at or above 2;400 feet WEKAR waypoint. We decided to shoot the LNAV/VNAV. The Pilot Flying (PF) selected 2;400 in the FMS; selected approach mode and selected VNAV. I confirmed all the tasks. While descending I had my head down working on the performance in the FMS. All of a sudden ATC asked to check our altitude and asked us to get back to 2;400 feet. When I checked the altimeter we were at about 2120 feet. We got back immediately to 2;400 feet and the controller told us that he was showing again 2;400 feet on his radar and seemed satisfied. The rest of the approach and landing were uneventful.While debriefing the approach we realized that the PF set the MDA in the altitude alerter instead of the altitude at which to cross the FAF (2;400 feet). This caused the airplane to descent below 2;400 feet on its way to the MDA. I asked the PF to review the AOM (Aircraft Operations Manual) and the procedures for shooting an LNAV/VNAV or for shooting an LPV which he did and admitted the error. Although I confirmed the altitude set in the FMS I did not confirm the altitude set in the altitude alerter. I should have been more vigilant and make my FMS computations way in advance of the approach in order to properly monitor the approach.




Synopsis: CL-350 Captain reported receiving a low altitude alert from ATC on a day visual approach to PIA.
Date: 201507
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Encountered wake turbulence climbing through FL210. The aircraft rolled approximately 40 degrees. The air traffic controller said we were following an Airbus 380 (super). The A380 was 20 to 25 miles in front of us and approximately 4000 feet higher. Wake turbulence from the A380 was unexpected because of its distance from our aircraft. The air traffic controller sounded surprised that we were encountering wake turbulence.




Synopsis: CRJ-200 Captain reported encountering wake turbulence while climbing through FL210 from an A380 that was 20 to 25 miles ahead. The encounter resulted in a 40 degree roll.
Date: 201206
Local time of day: 1201-1800
Location: DTN.Airport, LA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D DTN
ATC / advisory: TRACON SHV
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Upon arrival in SHV terminal on IFR; I was given vectors to cross the south departure end of SHV Runway 14 en route to DTN. Prior to crossing; SHV I called visual on DTN. I was aware of another aircraft en route from ASL expecting them to be northwest of DTN. After crossing SHV Approach turned me north 350 and descended me to 2;000. There was little communication traffic on approach; 119.1 but the controller had me continue at 2;000 crossing the north end of 14 of DTN. At that time he cleared me for a visual to 14 and to call Tower. As I dropped the gear and began my turn to land I called DTN Tower and was immediately told not to descend as the other aircraft was on final ahead of me and 500 FT below. I returned to my altitude and extended my turn to final. I was cleared to follow the other aircraft to 14. I called the SHV Approach Control upon returning to my home base and spoke with the supervisor who took my information and promised to look into the situation. I advised that I would be filing a NASA form. I was particularly frustrated with approach by driving me over DTN and then clearing me for a visual when I was over the airport heading away from the airport and could not see the runway for several minutes and...clearing me for a visual descent and landing into opposing; incoming traffic. [This was] very poor planning on the controller's part.




Synopsis: IFR Corporate aircraft on descent for DTN experienced a conflict event noting frustration with the ATC services provided given the known existing conditions.
Date: 201811
Local time of day: 0601-1200
Location: BUF.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B BUF
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL200; it was noticed that the cabin altitude was at 8;000 feet and differential pressure was at 3.9. The aircraft had been already been operating with an MEL of pack 1. Noticing this; the Captain then asked for a descent back to FL180. ATC was notified that our pressurization system was not functioning as it should; and a descent was approved back down to FL180. While descending back down to FL180 the cabin altitude continued to climb slowly. The crew then decided to be proactive and ask for a descent down to 10;000 feet. On the way down to 10;000 feet; the cabin altitude increased to 10;500 feet. and gave an alert until level at 10;000 feet. Subsequently; the aircraft began to pressurize again. Dispatch was notified and asked if at the new altitude fuel was efficient to continue to our destination and confirmed it was. Shortly after a pack 2 overheat was presented on the EICAS. The checklists were followed and the remainder of the flight was uneventful.




Synopsis: EMB-145 First Officer reported the pressurization system was having difficulty maintaining cabin pressure; but eventually began to work properly.