elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Staffing; Procedure; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The company needed to pull record numbers of aircraft out of service because of COVID-19 reduced loads by about XX%. Because of that the towing team has been inundated with work. We have planes parked in remote areas across the entire airport that were not designed for aircraft storage. I could almost justify it if these were one time moves for planes being parked long term; but as it turns out we seem to be rotating about YY% of them in and out of service a couple times a week. The places we are working in do not have lead in lines or stop marks for any of aircraft types so we are forced to use our best judgment on what safe distance is between aircraft; and where to stop them. There is no standard operating procedure on how much space there has to be between aircraft so we are winging it as best we can. Instead of following taxi [lines] or lead in lines that were orchestrated for the safe movement of aircraft; we are having to choose cracks in the concrete to use as a reference in the hopes that it will give us the clearances that we need to reach our destination safely. We are working shorthanded about ZZ% of the time. I understand the company needs to cut costs. I do find it a bit odd that we do not even have a safety advocate in times like these when we probably need them most. We had one prior to COVID; but [the individual] has since been put back on the team numbers to move planes. We do have safety procedures in place that work really well in conventional times; but nothing we are doing now could be considered conventional. It would be nice to have an advocate we could turn to for advice and concerns. The warning system is in place in all our tugs and are always used by the drivers and observers; but with our increased workloads we are using setup crews to help reduce the time it takes for each move and they don't have the warning systems at their disposal until the aircraft has arrived.




Synopsis: Ground employee reported large numbers of aircraft are being moved in and out of storage without proper procedures in place.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I had a catastrophic engine failure taking off in the first flight since a major overhaul of my Continental IO520CB engine.I feathered my left engine; and continued the takeoff; entered right traffic; came around and landed back on the takeoff runway; runway XX.I suspect the mechanic/IA who performed the field overhaul failed to properly torque the piston rods to the crank shaft.  I have not had the engine disassembled to confirm my theory.Additionally; I feel the mechanic created this situation by not performing the overhaul in a timely manner.  He would work for a few hours; leave the hangar and not get back to the job for days or weeks.  This caused him to lose track as to where he was in the overhaul process; and consequently; miss a very important step.The engine is not repairable; a total loss; but I made it back safely.




Synopsis: BE-55 pilot reported an engine failed during takeoff. Pilot feathered the propeller and returned for a safe landing.
Date: 201303
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: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon receiving the aircraft; there was an open write-up for the left main gear not showing in the down and locked position. Maintenance had not been to the aircraft yet. We called Maintenance and asked if it was okay to power up the aircraft. Upon powering up the aircraft; the gear was showing down and locked. On the walk-around I noticed that the proximity sensors had a lot of dirt on them. Maintenance cleaned the sensors on all the gear and we left on schedule.It was a routine flight until the gear was extended for landing. The left main landing gear was not showing down and locked and we received an EICAS message for the misconfiguration. We aborted the landing; but continued to fly over the runway to have the Tower take a look at the gear. The Controller told us that the gear 'looked different and did not appear down.' We performed a go-around and started the QRH items once we leveled off. The Flight Attendant was also notified at this time. We followed the QRH; and were unsuccessful at getting the left main gear to show down and locked using the normal; electrical override; and free-fall methods. We also tried to side slip the aircraft. We did one additional low approach to have the Tower and emergency personnel take a look; but they could not verify if the gear was down. An emergency was declared and we requested Crash/Fire/Rescue services. The Flight Attendant prepared the cabin for a possible emergency evacuation on the runway with the idea that the left main gear may collapse. We verified the QRH was complete; confirmed the cabin was prepped; and briefed our intentions for both an uneventful landing; and landing with the gear collapse. We landed without incident; and came to a stop on the runway. Maintenance was there and pinned the left main gear and confirmed that it was locked. We then taxied to the gate under our own power.Once parked at the gate; Maintenance looked at the gear proximity sensor and the Mechanic said the gap looked too large and would cause it to give a not down and locked indication. He was able to close the gap a small amount by pushing on the sensor with his hand; and that gave the gear a 'down and locked' indication. When he released his hand from the sensor it returned to the red box with diagonal stripes.




Synopsis: ERJ-145 crew received an unsafe gear indication during landing.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Vehicle
Detector: Person Observer
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Student's solo flight to [the] practice area was incident free until he entered spot 2 taxiing back into parking. Myself and another instructor were standing beside [the parking spot] talking while their aircraft was being fueled. The student taxied into spot two and continued his taxi between the two lines of 172's. The fuel truck was completing his fueling and was parked in front of the aircraft's nose pointed south. At about 100 feet away from the fuel truck; the student slowed the aircraft but did not stop. The student kept taxiing the aircraft and was within 20 feet of the fuel truck. At that point the other instructor and myself saw that he was not stopping. We both ran out around the backside of the fuel truck about 30-40 feet in front of the aircraft and gave him the signal to stop. The fuel truck was also beeping his horn trying to get the student to stop as well. The student stopped and his right wingtip was within 5-10 of the fuel truck. The fuel truck then backed up; did a three point turn and went the other way. The student seemed confused as to why we stopped him from taxiing forward to park. Instructor with guidance from Safety has built a ground lesson and will thoroughly brief the student on taxi procedures while in the parking areas while operating the airplane solo. Including the sections in the operations manual about taxiing and taxiing around fuel trucks. Instructor will also review ground operations hand signals associated with taxiing. Using airport diagram and Google Earth; instructor will give student scenarios while operating an aircraft safely in the parking areas.




Synopsis: Flight Instructor reported observing a solo student pilot taxi in close proximity to a fuel truck.
Date: 201905
Location: MIO.Airport, OK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G MIO
ATC / advisory: CTAF MIO
Second aircraft: M-20 Series Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working with a student in his personal airplane. We were performing the GPS/RNAV 17 approach at MIO. We were inside the final approach fix; IJEDY descending from 2;500 feet MSL. My student; a private rated pilot; made the announcement we were 5 miles north at the final approach fix for the RNAV/GPS 17. A crop duster was departing 35 (Winds were calm) and announced he had us in sight and he would be making a left turn to the west. I observed this airplane departing; and told my student that if necessary I would take control of the airplane but didn't think this would be necessary. About that time I observed a second airplane; a Mooney directly below us and slightly to the right; estimated at 150-200 feet [from us]. He had made no calls up to this point. I made a call on the radio saying I had the crop duster [in] sight and a Mooney on final; to let the crop duster know he had opposite direction traffic besides us. It was then the Mooney made an announcement. He continued the approach and landed in front of us; causing us to go around. He apologized and said the he was on VFR flight following; that ATC did tell him he had traffic; but he thought we were just maneuvering. We had been on this approach since we intercepted MEBIE; IAF. I feel his reliance to ATC VFR flight following; his lack of seeing and Avoiding and his improper pattern entry at a non-towered airport were contributing factors.




Synopsis: C150 instructor pilot reported an NMAC on approach to MIO; a non-towered airport.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Minimum Equipment List (MEL)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Flight Attendant
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon receiving our dispatch briefing in ZZZ operations (ops) for our ZZZ/ZZZZ flight; we proceeded to the airplane and met our flight attendants. We were told by the lead flight attendant (f/a) that all coffee makers had the circuit breakers (c/b) pulled and collared; and had inoperative (inop) stickers on them. As the paperwork we had received in ops showed that the airplane had no deferrals; I was quite surprised. We called ZZZ maintenance to investigate the problem. I also discovered a ferry permit in our cockpit; showing that the airplane had been ferried from ZZZZ/ZZZ January 2015 due to a potable water leak. When ZZZ maintenance showed up; they told us that the mechanic who signed off on the work as being complete; had gone home; but that they had called him back so that he could complete the work that he signed off on as being completed in the first place. The MEL card was 10 pages long and the mechanic had only completed a small portion of it; and then just signed it off as complete. We still had coffee makers with c/bs collared; lav water heaters inop; every coffee maker with an inop sticker on it. I'm concerned that this work was signed off as being complete by the mechanic; when it clearly was not. We were delayed an hour while the mechanic was called back in; and got to the airplane; and completed the work he was supposed to have done in the first place. While not a problem that resulted in an unsafe airplane; I am concerned that more of this type of problem is going on without our knowledge. Coordination or Communication; Dispatch; Maintenance.




Synopsis: After receiving a Dispatch briefing indicating their aircraft had no deferrals; a Captain was informed by the lead Flight Attendant that all coffee makers on their B767-300 had Circuit Breakers (C/Bs) pulled and collared with Inoperative (Inop.) stickers on them. Lavatory water heaters were also inoperative and the MEL Card was 10-pages long. Maintenance had signed-off work as being completed.
Date: 201410
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We took off for a maintenance flight after performing not only scheduled inspections; but also installing an overhauled GPS and Multi function display. We filed for FL270. We initialized our equipment as normal and following checklist procedures. Right after passing 10;000 feet we noticed a problem with pressurization; so we changed to final altitude of 16;000 feet; then we requested 14;000 feet. Right after we leveled off; we were notified that we were at 13;600 feet; even though both of our altimeters were reading 14;000 feet. They made us switch transponder from alt mode to normal mode (C to A mode). We checked our first intersection; a little off but within tolerance; but reaching ZZZ VOR the airplane past a few miles then started turning southeast bound with a left turn taking us off our filed flight plan for a few miles (8 to 10 NM). ATC immediately called our attention vectoring us to a heading of 270 degrees and after a few miles they wanted us direct to ZZZ1 VOR. It was then when we realized that our GPS system and multifunction display had our airplane located like 50 miles west of the airport. Our immediate action was to cancel IFR and request VFR flight following back to the airport. After landing; maintenance crew took action to troubleshoot; finding out that our GPS antenna was damaged and not working properly; we evidently were not receiving satellite signals. We called the Center supervisor to explain what happened and apologize for the inconvenience we caused; I also provided all my contact information including my pilot's certificate number.




Synopsis: CE550 Captain experiences track and altitude deviation during a maintenance test flight after scheduled inspections and the installation of an overhauled GPS and Multi-Function Display unit. The GPS antenna was found damaged on post flight.
Date: 201405
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: DA20-C1 Eclipse
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ; TRACON ZZZ
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Workload; Troubleshooting; Time Pressure; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On the way back to my home airport; I heard a loud bang and using a flashlight I realized that I had hit a bird. This caused a massive increase in pilot workload. I continued my flight to my destination and there seemed to be no control issues on the aircraft. Due to the increased workload I forgot to complete the Decsent and Landing checklists. This caused the mixture and boost pump to remain in the cruise setting. Wanting to get the aircraft down I set the aircraft up on a downwind entry onto XXR. I thought I had the runway edge lights in sight. I turned final and got myself set up for landing and realized it was the taxiway off to the right of the runway. I corrected right and lined up for final on the unlit XXR. 100 feet off the ground the engine of the aircraft sputtered and quit. I made a safe but extremely hard landing. On the ground the mixture and boost pump were put in the starting engine position and the starter was engaged. The engine started right up without further incident. At the time of landing the airport Tower was not operating and the field was uncontrolled. Upon inspection of the aircraft there was no damage to the aircraft other than cosmetic.




Synopsis: A DA-20 pilot reported a bird strike at 3;500 feet at night and then during landing the engine quit because the mixture and boost pump were not configured for landing. Following a hard landing he was able to start the engine and taxi to ramp where he found no damage.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After an uneventful departure; cruise and descent phase of flight while receiving radar vectors to the RNAV/GPS RW27 final approach course and descending through 4;500 feet altitude to the assigned 4;000 feet altitude we experienced a runaway pitch trim in the nose down direction. The aircraft immediately entered a greater than 3;500 FPM descent. I brought the throttles to flight idle while disconnecting the autopilot/trim disconnect switch to minimize the descent rate and manually returned the aircraft to the assigned altitude. We descended below 3;000 feet during the event. We notified ATC of our situation and intentions during the recovery. The flight continued to the destination without further incident under manual control. ATC handled our dire situation in a positive way providing assistance as requested. Upon arrival we had the aircraft inspected and found autopilot/electric trim operational abnormality.




Synopsis: King air C90 pilot experiences runaway trim during descent to 4;000 feet; resulting in momentary loss of control and descent below 3;000 feet. The autopilot/trim disconnect switch is used successfully to regain manual control.