elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Communication Breakdown; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ at the ZZZZZ Arrival at the ZZZZZ way point; the FMC AP/RST (Flight Management Computer Auto Pilot Reset) light Illuminated at the ZZZZZ turn point; disengaging the LNAV; VNAV; and the autopilot.  ATC communication was congested; and as we were troubleshooting; and attempting to communicate with ATC; the PF who was hand flying; allowed the aircraft to get high on path and deviate laterally from the course.  It took several attempts to communicate with ATC and re-establish the lateral and vertical course.  Doing so caused our speed to be above the charted speed at ZZZZZ1; and ATC cleared us on a heading and descent below the ZZZZZ1 fix restriction. The Pilot Flying hand flew until on the base turn; the autopilot was re-engaged in the Heading Select and Vertical Speed mode.Landed safely; and the malfunction was reported to Maintenance Control and documented in the logbook. This was my second leg in a MAX 8 aircraft in more than two years; and the aircraft differences; although not great; were distracting and likely aggravated the situation.As always; when automation fails or malfunctions; select another mode or turn it off; and revert to basic airmanship and fly the aircraft.  Do not get buried in troubleshooting.


Second narrative: Lost LNAV over ZZZZZ2 fix got a AP RST yellow light. Couldn't reset anything. Hand flew; we were high and fast over ZZZZZ1.


Synopsis: B737 MAX 8 flight crew reported FMC AP RST light illuminated during approach and auto pilot would not reset; causing Pilot Flying to hand fly the approach and landing.
Date: 201211
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: The First Officer landed on Runway 28R at SFO. We proceeded to Taxiway T turnoff where we exchanged control of the aircraft. As the exchange was happening; we were instructed by SFO Tower; 'cross Runway 28L expedite crossing aircraft on final.' My First Officer acknowledged the crossing and I aligned my aircraft with Tango; added power to hurry across; I did my last check of 28L before crossing when I saw an Airbus going rapidly down the runway. I immediately brought my aircraft to a stop past the hold short line but before the runway edge lights. The Airbus on 28L stopped his aircraft short of Delta and called the Tower. SFO Tower sent the aircraft around; the Airbus on 28L cleared the runway at Delta and when the way was clear I taxied across 28L and on to my gate. I remembered later a partial clearance to another aircraft to expedite which I believe was the other Airbus on 28L. I am certain that if I had not stopped my aircraft we would have at least collided wingtips. There is not enough room to have an aircraft clear 28L at Delta and simultaneously cross an aircraft of Taxiway Tango.




Synopsis: A320 Captain reported a ground conflict in SFO when he was cleared to cross 28L at Tango at the same time another Airbus was clearing the runway at Delta. Reporter feels that is a dangerous clearance.
Date: 201406
Location: DCA.Airport, DC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The Captain's and First Officer's approach plates for the DCA River Visual Approach; had very different information in the body of the approach even though nearly all the information on the top of the plates were identical; including the dates. The one difference was that the First Officer's plate said [predecessor airline] on the top. The Captain's did not.  In the charts available on [Crew Mail]; there are three River Visual Approach plates.

Callback: The reporter clarified that the approach plates in question were paper plates; and that one of the plates had no recommended altitudes depicted at the various DME arcs.



Synopsis: Air carrier Captain discovers during briefing for the River Visual approach to DCA that there are significant differences between his version of the procedure and the one the First Officer has.
Date: 202010
Location: ZZZ.Airport, US
Light: Daylight
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During boarding of the flight; the C Flight Attendant brought it to my attention that he had forgotten to brief the exit row on our previous flight. I had been distracted dealing with a mask compliance issue in the front row and I had forgotten to verify with the C Flight Attendant if his over wing had been briefed.I need to next time take a moment to take a breath and think about all of my duties I need to accomplish.




Synopsis: Flight Attendant In Charge reported being distracted by a face mask compliance issue and not verifying all before takeoff duties were completed.
Date: 201309
Local time of day: 0601-1200
Location: ORF.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: Clear; 6
Light: Daylight
Aircraft: Small Aircraft
Operator: Military
Operating under: Part 91
Flight plan: None
Mission: Other Surveillance
Flight phase: Cruise
Airspace: Class E ORF
ATC / advisory: TRACON ORF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Military
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Time Pressure
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: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While flying southwest just east of the HPW VOR at approximate 900 FT; the non-flying pilot noticed something red and immediately looked up to see a small tailwheel aircraft heading directly toward us. He immediately began a descent away from the other aircraft. The oncoming aircraft appeared to be at or below 1;000 FT. We estimate that we passed within 100 FT of the other aircraft. I; the flying pilot; had been looking at something out the left window at the time. The aircrew person did not see the oncoming traffic. Approach had just terminated flight following with us and we had not yet contacted the next Approach. The traffic had not been called to us by Approach prior to discontinuing service. The oncoming aircraft took no evasive action. It would appear that he never saw us. This incident was discussed at length amongst all on board the aircraft in an effort to learn from the incident. None of us saw the aircraft coming. All on board the aircraft were engaged with the flight and discussing observations in the area at the time.




Synopsis: A pilot reported taking evasive action during a near miss with a single engine aircraft at 900 FT near HPW VOR.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Distraction; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During climb out around 18;000 ft in an aircraft with a pack deferred; we received a Bleed Duct warning message followed by a Bleed Duct caution message. The failure in the bleed duct system caused a shutdown of the only operative pack; resulting in the depressurization of the aircraft. We coordinated an immediate descent to 10;000 ft while we completed all applicable QRH checklist. We did not declare an emergency with ATC. We ended up receiving a Cabin Alt warning message around 10;000 ft and donned our oxygen masks; we then requested a descent to 8;000 ft. We were already at a higher speed (around 310 knots) due to the quick descent to 10;000 ft. We were still completing checklist; coordinating with ATC; dispatcher and cabin crew for our return to the departure airport while we were descending down to 8;000 ft. Once below 10;000 ft we failed to slow the aircraft to 250 knots due to the high workload. We were above 250 kts at 8;000 ft for several minutes before we recognized our mistake; and corrected with no inquiry from ATC about our speed. We continued to our destination without incident for landing.Due to the high workload environment from a system malfunction and completing the associated abnormal checklist; the aircraft was above the 250 knot speed restriction below 10;000 ft for several minutes.




Synopsis: CRJ-700 Captain reported receiving a BLEED DUCT warning message resulting in the only working pack shutting down. An immediate descent to 10;000 ft was initiated and a return to the departure airport.
Date: 201407
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Flight conditions: VMC
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: While enroute to ACK; almost directly over BOS at FL190; the co-pilot noticed an aircraft below us at our approx 1-2 o'clock position. At the time we were just given direct to LFV VOR. The aircraft did not show up on TCAS. It looked white/slightly grey; had an approximate wingspan of 10-15 feet; and was traveling southbound. It also had two strobe lights on the tail. It seemed to be approximately 1;500 FT below us. It was moving away and behind us at a good rate. We told ATC about what we saw; and that it looked drone like. They did not see anything on their radar at the time.




Synopsis: PC12 Captain reports sighting a drone like aircraft near BOS approximatly 1;500 FT below his FL190 cruise altitude. ATC had no knowledge of the aircraft.
Date: 201711
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: This is a safety concern regarding the awareness of a type of carry-on bag 'AWAY'. These bags have a built in lithium ion 37 watt hour battery supporting USB functions. These batteries can only be removed from the inside of the luggage with a screw driver. This brings my safety concern in the instances where we run out of overhead bin space; can checking these types of bags potentially be a safety risk? Should we bring an awareness to [the appropriate personnel] to look for these types of bags and allow only inside the cabin and not cargo hold?




Synopsis: Air carrier Gate Agent reported concern about the safety of gate-checking luggage that has internal lithium ion batteries.
Date: 201706
Local time of day: 0601-1200
Location: ORD.Airport, IL
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: Initial Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was PM during a visual approach backed up by the ILS 27L into ORD. Just prior to reaching the FAF the aircraft was completely configured; on speed; localizer and GS. As the Captain began to make the SOP FAF calls; I started to key the radio to check in with Tower. He raised his right hand off of the thrust levers to indicate to me to wait so that we could make the calls then check in with Tower (aviate; navigate then communicate). In that brief moment we caught the wake of the preceding aircraft (not a heavy); the autopilot disengaged while the stick shaker started. I do not believe we were even 10 knots below ref at the time. The Captain canceled the autopilot alarm; added power; and continued the approach. The aircraft was never more than a half a dot off LOC or GS.




Synopsis: CRJ-200 First Officer reported a momentary stick shaker occurred after encountering wake turbulence on approach to ORD.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: HS 125 Series
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Second aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Holding short of Runway XX at ZZZ; our aircraft was given a departure clearance void time of 60 seconds from ZZZ Center. We initiated an immediate departure on Runway XX. After climbing via the obstacle departure procedure; we proceeded enroute and contacted ZZZ Center again. We then heard another aircraft call back to ZZZ Center; and stated they were forced to initiate a go-around as they were on final approach to Runway XX. It is my guess that our departure is what caused that aircraft to go-around. I however; do not recall seeing the aircraft on final approach; or hearing a radio call that the aircraft was on final approach. Conditions were VFR at the airport; but IFR traffic load was heavy. I do not recall ATC advising us of the aircraft on final approach. It again is responsibility of us as a crew to ensure the approach/runway was clear for takeoff. If this incident was caused by our departure; we should have more clearly made sure it was safe for takeoff; and will do so in the future.




Synopsis: First Officer reported another aircraft conducted a go-around after his aircraft took the runway for takeoff to beat a clearance void time.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
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: APU (Auxiliary Power Unit) bleed was on MEL (Minimum Equipment List) so we had to start Number 1 engine at the gate. After engine start all parameters were normal with engine stabilized. The external air and electric were disconnected and jetway removed from aircraft. Shortly after ground crews notified us via intercom that engine was on fire followed by saying that continuous flames coming out of the back of engine. Engine was shut down immediately and QRH was performed. No cockpit indications of fire and ground crews confirmed no fire after shut down of engine. Fire Department were called only as caution and we asked jetway to be reconnected to the aircraft for normal deplane. Entry was made in AML (Maintenance Log) and Maintenance was notified. We never had any indication in the cockpit of fire. We treated the ground crews alert as an ongoing fire and took action based on that. Safety is always top priority and in this case our external resource being our ground personnel played an important role by alerting us of the possible fire.




Synopsis: Air Carrier pilot reported that when they started number one engine ground crew reported flames coming out of the engine but no indications of engine fire were received in the cockpit.
Date: 202202
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Intake Ice System
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Human-Machine Interface; Confusion; Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Maintenance; Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X arrived as flight from ZZZ. The flight crew reported the right Nose cowl anti-ice valve illuminated in flight. Company Maintenance Control was notified and the decision to place it on Mel 30-00-XX-X; with associated Mel 36-00-XX. The AMM references were received and the right engine was opened to lock the nose cowl anti ice valve in the open position and the high stage valve in the closed position. The AMM calls for the cannon plug to the TAI (Thermal Anti Ice) pressure switch to be disconnected. While in the process of completing the MEL procedure I was receiving maintenance call from our other business partners. I disconnected the cannon plug for the anti ice valve instead of the pressure switch. The high stage valve was locked closed and engine cowls closed. The log book signed and aircraft released for service. The aircraft left the gate and returned to gate after EICAS warning. Upon arrival back to gate the right engine fan cowl was opened. The anti ice valve cannon plug reconnected and the TAI pressure switch cannon plug disconnected per the AMM. The engine fan cowl was closed and the logbook signed. The root cause for this incident was the distraction of the incoming maintenance calls and not going back three steps to make sure the proper cannon plug was disconnected. The aircraft left the gate and the fight arrived to ZZZ without further problems.




Synopsis: Technician reported not complying with MEL procedures for engine anti ice deferral; resulting in a rejected take off and a return to the gate for maintenance actions.
Date: 201709
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Contributing factors: Airspace Structure; Company Policy; Weather
Primary problem: Weather

Narrative: Please look at Sector R55 and R54 at the times I provided. These sectors are unsafe when we have weather.These sectors are unsafe when we have weather. Controllers are being put in unsafe situations every time there is weather. Management is not doing enough to keep the controller safe. I think immediate action is required before a midair happens. Would somebody please do something to fix this problem? Drastic changes need to be implemented immediately.




Synopsis: ZLA Center Controller reported that two Center sectors are unsafe when there is weather.