elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground EWR
Aircraft component: Electronic Library (other than Nav database)
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
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Taxiing in to the ramp at EWR; given taxi...NB A RA. The chart in our [Electronic Flight Bag] does not reflect the correct taxiways. We made it to the end of NB and found ourselves in a non-movement area. They turned us around and nothing more was said. I elected to call the Control Tower and have a chat. They said this happens all the time and I suggested some cones be placed to block aircraft from heading down to a non-moment area. Also shutting off the taxi centerline lights would have been helpful. The threat is that it seems more than a few airports we go to now have an email attached to them about something special we have to accomplish or familiarize ourselves with. This is getting to be a little complicated since we do rely on our charts so heavily. They need to be updated to reflect the correct taxiways and ramp entrances.




Synopsis: EMB-145 First Officer reported entering a non-movement area on the EWR ramp while following the Electronic Flight Bag guidance.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Wind
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb; Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; hydraulic green system low quantity. Complied with ECAM and QRH and secured green system hydraulic pumps. [Requested priority handling]. During cruise; green quantity continued to decrease to zero. Completed follow-on procedures for L/G gravity extension. Uneventful landing ZZZ Runway XXR. Gear pinned on runway and towed to gate. Emergency ground crew observed hydraulic fluid on right wing and right main landing gear upon shutdown on runway.


Second narrative: The crew got low hyd pres & quantity on the green system. Loss of nose wheel steering. Company ATC and Maintenance Control coordinated the tug and arrival for the flight.


Synopsis: A300 flight crew reported loss of Green Hydraulic System on climb out and returned to departure airport.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was operating my Piper PA-28-180 at ZZZ. Gross weight was 1;875 lbs and balance was within range per the AFM with just myself and 34 gallons of fuel onboard. Wind was calm and outside air temperature was 94 F (34.4 C); altimeter 29.98. Taxiway B was planned as a takeoff abort point. Calculated takeoff distance over a 50 feet obstacle was 2;250 feet.Engine start; taxi and runup were normal; before takeoff checklist was completed. I received clearance and began a takeoff from Runway XXR. RPM and airspeed did not rise as expected. I made a decision to abort the takeoff and pulled power back to idle. After moderate braking the airplane entered the smooth gravel overrun area. After receiving clearance from Tower; I performed a 180 and taxied the aircraft back to the ramp under its own power.Based on my evaluation of a low power condition I flagged the aircraft as unairworthy and turned it over to my A&P for maintenance.




Synopsis: PA-28 pilot reported the RPMs and speed were not rising as expected during takeoff roll resulting in a rejected takeoff and a runway excursion.  ATC was advised and assisted the pilot in returning the aircraft back to the ramp.
Date: 201704
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types
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 on a Bay tour of the Golden Gate Bridge area. Upon completion of the tour; I flew eastbound toward Berkeley at 1500 feet. When north of the Alcatraz; I suddenly saw another C172 flying westbound at the same altitude in a path that is about 500 feet north of me. Flying in opposite direction meant very little time to react; and I quickly banked right to give us some more distance. There was also a TFR in San Francisco; so I was careful to stay north of Alcatraz to not violate the TFR. I was on flight following with Norcal but did not receive advisory from ATC about that traffic; and do not think the other aircraft was on frequency. I felt the encounter was a bit too close for comfort. Some reflection in hindsight: do [a] better job in visually scanning for traffic; do not assume other VFR guys are on frequency or ATC will always advise traffic; be extra cautious at sightseeing hotspots; especially when there is TFR that might 'funnel' traffic; do not back myself into a corner against the TFR or Bravo boundaries.




Synopsis: C172 pilot reported an airborne conflict with an opposite direction C172 in the vicinity of Alcatraz Island.
Date: 201505
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All emergency equipment on 737 is shrink wrapped. Difficult to access. Emergency Medical Kit (EMK) is tamper resistant; need sharp object to access equipment.




Synopsis: B737 Flight Attendant reported emergency equipment in this fleet is shrink wrapped and is difficult to access.
Date: 201811
Local time of day: 1201-1800
Location: SAV.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E SAV
ATC / advisory: TRACON SAV
Aircraft component: Navigation Database
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Was flying a Garmin G3X Touch system showing the map screen. Displayed on the screen was SAV with extended runway centerlines. Runways 10 and 28 were correctly identified; Runways 1 and 19 had the labels interchanged. I believe this constitutes hazardous; misleading information.




Synopsis: Small aircraft pilot reported mislabeled SAV airport runways 1 and 19 on the Garmin G3X database.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Eagle (F-15)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: An F15 was doing supersonic speed run; the flight was on RVSM; and up at 430B550; when almost finished with the run pilot called and said something that couldn't quite be heard because an aircraft checked in. So we ask for them to repeat. The aircraft called back and declared an emergency and said he was going direct [to his] destination. I got on the line with the sector below us after PVD'ing the aircraft to them and advised that the F15 had declared and emergency and was going direct to his destination. The R-Side had told the aircraft to descend and maintain FL360 and was trying to get a response from the pilot. I PVD'd the aircraft to the lowest sector in our area and called to advise of the emergency. Sometime during these coordination's the pilot advised that they had an engine fire and they where at or leaving FL230 and the supervisor was called. He was military and on UHF but because we were in the ultra high sector we didn't have access to the Military Approach UHF or the line to Military Approach so I could call and coordinate with about the emergency. We need Military Approach UHF frequencies to give to the pilot but we didn't have access to them or a line to the Military Approach on our sector.




Synopsis: Enroute Controller described an emergency event experienced by a military aircraft; the event hampered due to lack of both needed land lines to adjacent Approach Control facilities and UHF frequencies.
Date: 201302
Local time of day: 0601-1200
Location: DEN.Airport, CO
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: We had just leveled off at cruise altitude. I looked into the Captain's manual bag and noticed that the QRH looked to be 'too thin'. In fact it was missing a multitude of pages. Checked the FO QRH and found it to be complete. The previous day on a different aircraft the FO QRH was missing the same pages. Our Dispatcher was contacted and he arranged for a complete QRH to be brought to the aircraft prior to the next departure [the day prior]. The Dispatcher was alerted and made arrangements to have a QRH brought to the aircraft upon our arrival. There was a major revision to the QRH this week. It seems that the pages that were being replaced were removed. The new ones were not put into the QRH. Was this an assembly line error? Were these the only two flight kits to have an incomplete ship set? An immediate check of all ship sets should be completed in order to make sure that QRH manuals are complete and up to date.




Synopsis: Air Carrier captain discovers incomplete QRH's on two consecutive days while examining the aircraft ship sets in cruise.
Date: 202110
Local time of day: 1201-1800
Location: IND.TRACON, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure; Software and Automation
Primary problem: Chart Or Publication

Narrative: While on the initial descent into OSU airport from the southwest; Indianapolis Center issued a clearance to maintain 14;000 ft. and then descend via the JAKTZ.1 RNAV arrival landing west. As PNF (Pilot Not Flying); I was working the radios and responded that we could maintain 14;000 thousand; but unable to descend via the JAKTZ.1 because we are landing OSU and there is no descend via instructions on the current Jeppesen Chart for that airport. Controller sounded confused and then issued an alternative clearance. Since the new arrivals into the Columbus area became effective a month or so ago; we have experienced multiple issues with routing and descend via clearances from both; Indianapolis Center and Columbus Approach Control. Concerns exists as to whether the pilots and controllers are referencing the same information; the overall design of the new air traffic procedures; and training. Suggestions; seek comprehensive user input prior to redesigning air traffic procedures. Enhanced communications prior to releasing new air traffic procedures. Proper training prior to effected parties.




Synopsis: Light Turbojet First Officer report the pilot crew was assigned a STAR but there was no descend via or transition route for their arrival airport OSU. Reporter stated they have experienced routing and clearance issues since the new STAR recently became effective.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: The weather was VFR and clear. Winds were Calm. The purpose of the flight was for pleasure and trail dragger proficiency. Prior to the flight I reviewed the mechanical logs and learned of a squawk related to the fuel selector valve. I decided it would be prudent to review the squawk with the mechanic and front desk. They advised me that the squawk had been checked and verified that it was not an issue and the aircraft was airworthy. I did my pre-flight checks and checked the fuel selector valve. The engine started and operated normally. After receiving ATIS and clearance from ground I taxied to the run-up area. During the start-up I paid particular attention to the engine operation. I noticed no abnormalities during the run-up. I contacted the tower and asked for and received clearance for takeoff. In the initial climb out and crosswind turn I started to notice that I was losing power intermittently; about 300-500 RPM's. I was concerned that the airplane might lose power completely. As I turned downwind; it felt like the engine was being starved intermittently. I decided to continue in the pattern and land. I told the tower that I was having an issue with the plane and would like to land with a short approach. They gave me the choice of either runway and I was cleared to land. I landed towards the end of the runway. The landing was uneventful without any damage to the plane or myself. I asked the tower for clearance to taxi back to the FBO. They approved and I took the plane back and parked it.




Synopsis: Pilot reports renting a Citabria with a previous write up concerning the fuel selector and is assured by the desk that the selector has been checked and released by Maintenance. After takeoff intermittent power loss is noted and the pilot returns to the departure airport after notifying the Tower of his problem and intentions.
Date: 202002
Local time of day: 1801-2400
Location: DCA.Tower, DC
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Workload; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Shortly after breaking out of the clouds (approximately 800 ft.) while on the LDA Z 19 approach we received a low altitude warning from DCA Tower. We did not receive a GPWS indication in the flight deck. After passing BESSE we began our descent to 770 ft. as per the CDFA procedures at 800fpm. At approximately 5.4 DME from IVWH (1.4 miles from WEVPU) using Predictive Monitoring I detected we were just a little low (approximately 1300 ft.) and mentioned to the PF (Pilot Flying) to slow the descent rate so as to cross WEVPU at 1100 ft. The PF complied; however the time it took for me to state this; the time it took to the PF to take action; and the time it took the aircraft to respond allowed the passing of WEVPU slightly below 1100 ft. We continued the descent and shortly thereafter broke out of the clouds at approximately 800 ft. At this point we received the low altitude warning from Tower. At that point we were both looking for the runway and had a good visual conditions. Realizing we were low and slowly descending I asked the PF to disconnect the autopilot; hand fly; stay over the river; maintain current altitude; which took the PF some time to comprehend and take action. The PF then maintained altitude or a very slow descent until we had proper VASI indications. In the future I plan to fly all LDA Z approaches myself. This approach is challenging and things happen fast. Having to coach less experienced pilots during the approach and conduct other PM (Pilot Monitoring) duties is completely task saturating. The more I fly this approach the more I believe it should be a Captain only approach. I would also like to add that within 15 to 20 minutes of our beginning this approach there were 2 or 3 special ATIS reports as the ceiling was dropping rapidly. This should have (and will be in the future) an indication for me as the Captain to transfer controls from the FO (First Officer) to myself.




Synopsis: CRJ-900 Captain reported receiving a low altitude alert from DCA Tower on the LDA Z Rwy 19 approach.