elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: Marginal
Weather elements / visibility: 6
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower TEB
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure
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 Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: A Corporate Jet was holding short of Runway 24. Tower instructed the jet to 'line up and wait.' The jet start moving a few feet but suddenly come to an abrupt stop after the hold short line had been crossed; but not physically on the actual runway yet. The jet had stopped as the pilot had seen a single engine aircraft on short final for the same Runway 24. After the jet had stopped completely the single engine aircraft passed directly in front of it; and landed. The jet was then again instructed by the Tower to now line up and wait; an instruction that had already been given. If the jet had not stopped; it would have been a very close call.




Synopsis: A corporate jet pilot holding short of TEB Runway 24 was cleared to line up and wait but held just beyond the hold short line after he saw an single engine aircraft on short final landing Runway 24.
Date: 202007
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Airport; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: We have to check our temperature before coming into work. I have seen some personnel bypassing this procedure. I asked a team member; he was told not to worry about them. It's a procedure management put out [and] it's mandatory for us. Why not the others? If none of that group gets their temperature checked; we can not work with them.




Synopsis: Ground employee reported that some personnel are allowed to bypass the temperature check.
Date: 202003
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Airspace: Class A ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Staffing; Incorrect / Not Installed / Unavailable Part; Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Due to the extremely high workload I overlooked a closed runway on this reposition flight that was put on my desk from a Dispatcher last second. With over 40 flights on my desk plus the 5 flights I accepted in the passdown there is an absolute need for more dispatchers. Our flight loads continue to grow each and every day with no extra help! With the COVID-19 outbreak I received over 20 zero fuel weight resets throughout the day because of the increasing number of 'no show' passengers. I also received just as many if not more calls from the stations of those flights telling me that there was 'no shows.' Phone calls and workload have tripled due to this and it has shown over the course the of the past few days that we need more dispatchers to:1: Reduce workload stress2: Reduce pressure on dispatchers3: Continue to comply with FARs/Safety regulations to give crews and guest our best serviceAircraft X was dispatched to a NOTAMed closed runway that was overlooked at scheduled ETA. This was a Part 91 Re-position flight for scheduled maintenance in ZZZ. Aircraft X diverted to ZZZ1 where crew waited until runway re-opened in ZZZ to depart ZZZ1.




Synopsis: Dispatcher reported a NOTAM runway closure was overlooked due to the increased workload created by the COVID-19 pandemic.
Date: 201501
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: 8 LDS were in positions 17; 18;19; 20; 21; 22; 23 [and] 24 according to the Load Plan. A PMC Pallet was locked in covering positions 25; 26; 27; 28. An adjustment was made to the Load Plan which had the PMC positioned over positions 27; 28; 29 [and] 30 (the locks do not accommodate pallets there). This Load Plan left a gap between the locked in pallet and the 8 LDs loaded first of 16 to 20 inches. This information was relayed to the supervisors in the Zone after the flight had been dispatched. There were no container stops on the aircraft or in the Zone. The LD3s were free to move 16 to 20 inches without placement of container stops.




Synopsis: A cargo loading reporter advised a flight had been dispatched with an improper pallet loading leaving 16 to 20 inches of unrestrained movement of unlocked pallets.
Date: 201904
Local time of day: 0001-0600
Location: VNC.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G VNC
ATC / advisory: CTAF VNC
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On right downwind to Runway 13 other aircraft was approaching pattern from the east. Radio call for pilot's intent was to overfly field and join pattern. Pilot flew directly into the downwind at pattern altitude at mid field. Was almost T-boned. Had to make evasive correction to avoid. On same approach Aircraft Y made long straight in to 13 without calls - never joined pattern. Did not see until I began turn from base to final. Was nearly another collision. Avoided aircraft and made left 360 to abort approach and rejoin final behind Aircraft Y. Was then cut off on final by the first aircraft who had turned base in front of me. Was able to maintain safe spacing by executing S-turns. I've had several incidents at this airport like this - pilots even flying opposite downwind directly at me; almost every time up someone is not following procedure. I've seen and heard many incidents on the radio as well while on the ground or before arrival while tuned to CTAF. I also heard from many local pilots that agree and tell me this is very common here at VNC.The airport so desperately is in need of a Tower to control traffic and maintain separation. Very high traffic at times - more congested than I have seen at other airports I fly which are towered. There are a lot of students; inexperienced pilots and older pilots. Many of them do not follow proper procedure for entering and execution of safe pattern flying and proper airport approach. It becomes extremely dangerous.There is bound to be a mid-air collision at this airport if action is not taken.




Synopsis: GA pilot reported an NMAC occurred in the pattern at VNC non-towered airport and expressed concern about the traffic volume and lack of procedural adherence.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Syst Reservoir Tank
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I wrote up the Green hydraulic system as being over serviced. A mechanic came to the cockpit shortly thereafter and asked did you power up the Green hydraulic system and cycle the controls? I told him number one that won't fix the problem and number two that's not my job. He then left without saying anything. 5-10 minutes later another mechanic comes to the cockpit and says I'm going to power up the hydraulics and cycle the controls; to which I said don't you want clearance from ground to ensure nobody gets hurt around any moving parts? Ah; we do this all the time and nobody has gotten hurt. I then said stop what you are doing until I'm off the aircraft. I then stood in the jetway until they said they were done. I re-entered the cockpit to find the Yellow [System hydraulic] pump turned on. I turned the pump off. The potential to hurt someone via moving doors and flight controls is a concern. Maintenance Coordination/Communication.




Synopsis: Pilot reports that after he wrote-up the Green Hydraulic System on an A319 aircraft for being over serviced; a Mechanic operated the flight controls without clearance from ground. The potential to hurt someone via moving doors and flight controls was his concern.
Date: 201605
Local time of day: 1801-2400
Location: ATL.Airport, GA
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Vectored on to final for visual approach in ATL [and] encountered wake turbulence that resulted in stick shaker and approximately 45 degrees of bank. Pilot Flying (PF) disconnected AP and leveled airplane. Pilot Monitoring (PM) queried ATC on spacing of Heavy 777 and ATC stated 9 miles. We continued visual approach with no deviations and landed without event.Threat was following Heavy 777. Undesired state was unusual upset of aircraft bank angle and stick shaker.I think this could have (possibly) been prevented (wind dependent) if ATL Approach used a typical 2 mile intercept angle to final localizer. We were given intercept angle 5 miles from final course




Synopsis: CRJ-200 Captain reported encountering wake turbulence in trail of a B777 on approach to ATL that resulted in an uncommanded 45 degree bank.
Date: 202010
Local time of day: 0601-1200
Location: MAF.Airport, TX
Weather elements / visibility: Rain; Icing
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground MAF
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Weather; Procedure
Primary problem: Procedure

Narrative: After pushing back from the gate the aircraft was deiced using Type 1 fluid to remove excessive ice buildup.  The aircraft had been RON for nearly 10 hours and spent most of its time exposed to FZRA (freezing rain) and -FZRA.  The deice crew completed spraying/decontaminating the aircraft and called 'aircraft deicing complete'.  At this point; I still could not even see out of the co-pilots number 3 window due to excessive ice buildup.  This made the Captain and I suspicious (identified a threat) and asked the ground crew to spray the window and to be sure that they observed a clean airplane.  They resprayed and said the aircraft was clean.  To be sure; I performed a 'wing check' prior to engine start and noticed the wings were completely saturated with at least a quarter inch of ice.  We called them back and asked for a complete re-do explaining how difficult it may be to remove the ice.  They completed a second total deice and stated the aircraft was clean.  We elected to perform another 'wing check' and noticed that nothing had changed.  In fact; on one side of the aircraft we were unable to view the wing from any of the passenger windows due to ice buildup.  At this point neither one of us felt confident in the aircraft's condition and the Captain elected to return to the gate to perform both a walk around as well as conference with all ground personnel.  His communication was effective.  As a note; during the walk around noticed icicles hanging from the leading edges and the upper wing surface was completely saturated with ice.  We pushed a 3rd time; deiced by a different crew member; performed a 'wing check' and were satisfied the wings and control surfaces were clear.  Departed nearly 4 hours late.  An unsuspecting crew could have very easily departed with an aircraft completely covered in ice.




Synopsis: Air carrier First Officer reported failure of deicing crew to properly deice aircraft; resulted in multiple efforts to get deiced
Date: 201305
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Aircraft: F/A 18 Hornet/Super Hornet
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I accepted the position after being briefed that the HUNTER MOA's were active at or below FL180 and the ROBETS MOA at or below 15;000 along with an ALTRV over the ROBERTS MOA 160B180. All of these air spaces overlap. I was briefed that all the participants were MARSA with a flight of 2 AV8's; operating in the ROBERTS airspace. I received a hand off on a F18 requesting to use the HUNTER MOA's. I questioned the pilot to make sure he was a participant and he said he would be working with the jump aircraft in the MOA. I then asked if he needed clearance into the ROBERTS MOA as well; as it was also being used with aircraft flying into both MOA's. He said negative and that he was NOT MARSA in the ROBERTS MOA. I informed the supervisor of this and was told to go ahead and clear him and they were MARSA. I did clear the aircraft into the HUNTER MOA's and the HUNTER ATCAA as directed; and also informed the F18 of the location of the AV8's as a precaution as I observed the AV8's using both the ROBERTS and the HUNTER MOA's. I was also informed that during this operation to use 5 miles separation from the ALTRV and that Runway 01-31 IFR clearances off PRB were not authorized. A business jet was requesting clearance and Runway 01 was the active runway at the time. Pilot was very confused by the ODP. I informed the pilot that IFR clearance off the ground could only be given if he departed on a different runway; as this is what was briefed. Better Briefings on just what exactly is being released to the military. Rewrite the ODB off PRB to avoid confusion. Align the ROBERTS MOA southern boundary and R2504 southern boundary. Brief participants on who is using what and who is MARSA with whom. Don't release overlapping MOA's with different users. There is no provision for stationary ALTRV in domestic airspace in the 7110.65; that I could find; so don't establish one.




Synopsis: ZOA Controller described an unsafe airspace situation when coordination concerning MOA airspace was not briefed properly and unclear as to it's operational usage.
Date: 201704
Local time of day: 1201-1800
Location: RDU.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower RDU
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Raleigh tower told us an aircraft was going to hold short of 23L and then proceeded to give us the clearance for takeoff. After receiving the Tower authorization to takeoff; the Captain transferred controls to me. I took control of the aircraft and initiated the takeoff. As I applied takeoff power; the general [aviation] airplane that was supposed to hold short of the runway kept on moving; thus crossing the runway in front of us. We executed a low energy abort at approximately 20 kts on ground speed. Shortly thereafter; Tower told us to cancel takeoff clearance immediately; just as we brought our plane to a full stop. Both the captain and I believe the general aviation airplane was given the clearance to cross the runway by the Ground Controller; but Local was never informed; thus causing the misinformation between the two ATC Controllers.




Synopsis: Air carrier First Officer reported a low speed rejected takeoff at RDU when a general aviation aircraft crossed the runway in front of his aircraft.
Date: 202009
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Instructor; Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: The Pilot Flying (PF) was flying the LINKK1 arrival to ILS 27 at IAH. The PF initiated a VNAV descent on the LINKK1 and was below path during the arrival. Inside of RDFSH while in VNAV we were cleared for the ILS 27. 1500' was called for and set in MCP. Since we were in VNAV and the step downs were in the legs page; I agreed with this altitude in the MCP. Just inside TRANN the PF asked for approach mode; this disengaged VNAV and since we were below the VNAV path we continued to 1500 no longer protected to 2000' at DENTO or FESTA. We were VMC the entire time and had the airport ad runway insight. ATC issued a low altitude warning. We climbed to 2000' and completed the approach normally.




Synopsis: Pilot reported receiving a low altitude warning from ATC while on the ILS 27 into IAH; which they attributed to the change from VNAV to approach mode.
Date: 201907
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Company Policy; Airspace Structure
Primary problem: Human Factors

Narrative: I was working one sector [and a staff person getting their monthly proficiency time] was plugged in to work [another sector]. [They] were talking really fast like it was busy; so I was quicklooking [their radar scope]. [They] had an aircraft on present heading for a long time right towards an area of high terrain with MSAW (Minimum Safe Altitude Warning) alerting. Believing [they] didnt see it; I called the D-side (Assist) to tell them to turn the aircraft. [The staff person] issued a vector that was vastly insufficient and still ran the aircraft through an area of high terrain even after being notified.[This person] likes to come down and keep currency which is fine; but [they] are always working like it is busy when in point of fact it really isn't. [They] seem unable to safely work moderate levels of traffic safely; as demonstrated above. [This person] is a distraction to the area when keeping currency because of talking so loud and fast like it's super busy and distracts the other controllers. I would recommend skill enhancement [to] safely keep their currency; because as of now [they aren't] proficient when working; and creating a distraction as well as a safety risk.




Synopsis: ZAB Center Controller observed a staff specialist working a sector to attain proficiency time leave an aircraft on a vector below the Minimum Vectoring Altitude even though the Low Altitude Alert was activated.