elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Aircraft: No Aircraft
Reporter function: Other / Unknown
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The scanner radio room is located in a busy hallway at [location] on the X-Concourse. During peak times; many employees are accessing the scanner radio room for equipment needed for their shift. Recently a temperature check station was installed near the scanner radio room in an already busy hallway where many employees are accessing for various areas. The added temperature check station is creating congestion where six feet of spacing for COVID is not able to happen. As much; many lead kits taken from the scanner radio room are being taken off the counter and coming close to hitting people in the hallway when congestion is high during peak times.




Synopsis: Ground employee reported that the addition of a temperature check station nearby an equipment room creates congestion; making it difficult to social distance during busy times when many people are in the hallway.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll; we felt an abrupt pull at 80 knots. It felt as if we had a tire blow or hit something. It was very brief but the airplane continued to accelerate as if nothing happened. All engine and EICAS indications were normal. The same thing happened at rotation. The aircraft got airborne without a problem. At about 200 feet AGL it happened again very abruptly. At about 1000 feet AGL the left engine went to idle. Both power levers were in the takeoff detent. I told the FO 'we have a left engine failure' He agreed.  He notified ATC. Tower gave us a heading of 090 and descend to 3000 ft. We were climbing thru 3;800 at that time. I had the FO read the QRC for engine failure. I did not shut the left engine down because it was not on fire and still had a little bit of thrust. I got the visual approach and cleared to land on the longest runway. We landed without incident. We had crash and rescue confirm that our engine was not on fire. We then returned to the gate and deplaned the passengers.The previous crew wrote up an ITT (Interstage Turbine Temperature) exceedance. Maintenance cleared it. Crews should always keep in mind that there could be an engine failure with past engine problems.


Second narrative: [Report narrative contained no additional information.]


Synopsis: CRJ-900 flight crew reported returning to departure airport after the #1 engine rolled back to idle.
Date: 201401
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground LAS
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Company Policy; Airport
Primary problem: Human Factors

Narrative: After landing Runway 1L at LAS and clearing the runway at Taxiway Sierra; I contacted Ground Control to taxi to the FBO ramp. Our instructions where to taxi straight ahead on Sierra; make a left turn onto Taxiway Hotel then a right turn onto Taxiway Whiskey into the ramp. I wrote the instructions down; had my iPad out and on the taxi chart and reviewed them with the PIC. I told the PIC taxi straight ahead and make the left turn onto Hotel. The PIC refused and turned left onto the inner taxiway Foxtrot placing us on the wrong taxiway and therefore not complying with our clearance. I told him we were on the wrong taxiway and to stop. When he didn't; I stepped on the brakes bringing the aircraft to a stop and showed him the taxiway sign in front of us that indicated we were now on Foxtrot instead of Hotel. I informed Ground Control of our mistake and she issued a new clearance to continue on Foxtrot to Whiskey and into the ramp. We continued with no further mistakes. This was at the end of a long day that resulted in a fatigue call but that is no excuse. Taxiing the aircraft is a fundamental and basic skill. The issue was the Pilot-in-Command's refusal to listen to the Controller's instructions and my directions while showing him our location on the taxi chart. I do not know if this was fatigue; insistence; confusion or incompetence on his part. The prudent thing would have been for him to just stop the plane and sort out the taxi route instead of refusing to listen to me. This shows a blatant disregard on his part for CRM procedures and a total lack of professionalism. I had to intervene and stop the plane myself and force him to see his error. I believe with our reduced training foot print the principles of good CRM and airmanship are beginning to wane. This error is an example. We need take more time to enforce and implant the concepts of CRM. This error could have easily been prevented.




Synopsis: The Captain (SIC) of a Citation Sovereign took the initiative and braked the aircraft to a stop when the Captain (PIC) was unresponsive to his insistence that they were taxiing on the wrong taxiway per their ATC clearance.
Date: 201906
Local time of day: 1201-1800
Location: BOS.Airport, MA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BOS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport
Primary problem: Airport

Narrative: After pushback; we were cleared by Ramp Control to taxi to Spot 7 and contact Ground Control. Prior to reaching Spot 7; we were unable to make contact with Ground Control and had to stop at the assigned spot. Once contact was established; Ground Control cleared us to taxi. We verified the area was clear and I attempted to taxi forward. However; the aircraft would not move forward even with the power at 40% N1 for several seconds. We verified the brakes were released and tried again; with the same result. We were apparently stuck in a depression in the pavement and; since we were reasonably certain the area around us was clear; I increased power to 50% N1; in excess of the AOM (Aircraft Operation Manual) maximum of 40%; to get the aircraft moving. The flight continued safely with no further issues.




Synopsis: Air carrier Captain reported pavement depression necessitated excessive thrust application to move aircraft at BOS airport.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Green Hydraulic System reservoir overheat followed ECAM and turned off PTU and Green System engine driven hydraulic pump. [We] coordinated with Dispatch and Maintenance Control. [We] obtained landing distance from Dispatch. [We] explored issues and expectations with Maintenance Control. Confirmed we could not use Green System unless overheat corrected itself. Per non normal checklist- extended landing gear (manual gear extension produced normal gear down/locked indications). Declared emergency and requested emergency equipment due to loss of nose wheel steering. Long downwind/final; normal landing. [We] stopped on runway then exited on high speed and stopped. Requested tow in from company.


Second narrative: Just prior to the top of descent; we received a Green Hydraulic System overheat ECAM. The Captain ran the ECAM checklists which led to turning off the Green Engine 1 pump and the PTU. The Captain; after completing the checklist; reviewed the Manual Landing Gear Extension checklist as well and briefed me on both. He then contacted Dispatch and Maintenance Control and discussed issues and options. He then briefed the flight attendants of the issue. We then extended the gear manually and made a normal landing. We cleared the runway and stopped and were then towed to the gate.


Synopsis: A319 flight crew reports a Green Hydraulic System overheat ECAM just prior to start of descent. ECAM actions are complied with and crew lands normally after extending the gear via gravity extension; with a tow to the gate.
Date: 201501
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was climbing out of 15;000 feet to FL230 when my TBM had a cabin decompression light come on. Everything else looked normal but I put on my mask and the told a lady controller I had a decompression light on and wanted to drop down and she asked if 11;000 would be ok and I said great and meant it. She was perfect. I then had to drop down to 10;000 to finish my trip. The next day another pilot and I took the plane to FL230 and everything checked out but I am going to take it the shop and have them check it out. I think it may have had a bad signal from one of the sensors which read false.




Synopsis: TBM pilot notices a cabin decompression light passing 15;000 feet and descends to 10;000 feet to complete the flight. The next day the aircraft is taken up to FL230 without any issues.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground HWD
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: While taxiing to RWY 28L on taxiway A1 at HWD; I passed the hold short line before I realized it. There were several contributing factors:1. The hold short line markings were not very well marked (faded).2. The hold short line markings were located in an unusual (non-standard) location relative to the run up area. They are located before the run up area; instead of between the run up area and the runway threshold which is normal; so during taxi; we were expecting and looking for them further ahead beyond the hold short area.3. Taxiing uphill on that taxiway with the sun shining in our eyes made it difficult for the crew to see any markings; and especially the hold short line until we were right on top of it (First Officer saw it just as we crossed it; I did not see it at all as I was looking up at the time).4. An outside distraction occurred at the moment we were about to cross the hold short line: I was looking up at two light single engine aircraft maneuvering close together on what seemed to me to be an unusually low and tight base to final turn right in front of us. Because I was looking up at them for a few seconds; I did not see the hold short line as I crossed it; though my First Officer noticed it just as we were about to cross it. He failed to call it out. We are conducting additional CRM and SOP training to address that failure.Because of the unusual location of the hold short markings for Runway 28L on taxiway A1; I think that the airport should put up a vividly marked sign at the entrance to taxiway A1 that warns of the unusual location of the hold short line. Maybe a white sign with a red border or similar.




Synopsis: Gulfstream Captain reported they passed the Runway 28L hold short line on Taxiway A1 at HWD.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On takeoff at approximately 80kt Tower said 'Takeoff clearance canceled; vehicle on runway.'I immediately rejected the takeoff. Accomplished rejected takeoff procedure. When the autobrake engaged in RTO the aircraft pulled to the left. I compensated and brought aircraft to a stop. ATC directed us to exit to the right. ATC informed us that 'there was a lot of blue smoke' from the aircraft when we rejected. Clearing the runway we asked for a spot to stop and made an announcement to the passengers. I also asked if airport operation vehicles that were checking the runway could inspect our wheels. This was done and they said there was no damage. Due to the smoke and the pull to the left by the autobrake system I decided to return to the gate.Maintenance and dispatch were advised and we taxied to gate.




Synopsis: A320 Captain reported rejecting the takeoff at 80 knots when ATC reported a truck on the runway. During the stop the aircraft pulled to the left and smoke was observed; so they returned to the gate for maintenance attention.
Date: 201909
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Manuals; Logbook Entry; Aircraft; Procedure
Primary problem: Manuals

Narrative: My partner and I were assigned to do an ETOPS inspection on Aircraft X. While doing our walk around; we found evidence of a bird strike on the First Officer's side; aft of the radome; and before the pitot tubes. At that time we told our Crew Chief; and Supervisor that we had the item; and our crew chief pulled up the bird strike inspection paperwork. While accomplishing the card; Step 5; tells us to deactivate the GCS antenna; or to [skip] this if no indication of bird strike on the crown. The issue with this is we're told in step 2 to do an inspection from the ground (in which case; you can't see the crown of the airplane). The next item we had; was step 7 (in the notes) that 'If GCS is installed; inspect the GCS Antenna Radome. When we pulled that AMM (Aircraft Maintenance Manual) reference; this was a detailed inspection; of which the antenna needed to be removed to properly inspect it. We then contacted engineering; for relief from these items; as we could not accomplish them as they were written. An Engineering Authorization was issued. We thought nothing of this; until we were brought in today to do the 5 question part of the Investigation Form; by Manager. We found this odd; as he was present at the time this issue was developing; and our understanding; was that anyone involved in the issue; and wouldn't be involved in the Investigation Form process.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Technician reported a procedural deficiency in the Aircraft Maintenance Manual that required an Engineering Authorization.
Date: 201303
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight Attendant #1 became ill and unresponsive during flight. I; Flight Attendant #2 took command of the situation and treated the ill Flight Attendant with First Aid procedures. I relocated ill Flight Attendant to back row of aircraft until flight landed. I then assumed responsibility for the front of the aircraft through landing and gate arrival. Paramedics and law enforcement met flight. Oxygen was used to stabilize ill Flight Attendant. Cabin then became staffed with only two working flight attendants no deadheading flight attendants or cockpit personnel were on board the aircraft. I paged for medical assistance but got no response. I occupied forward jump seat for landing and I assigned Flight Attendant #4 to maintain their own jump seat and safety procedures for the back of the aircraft including door responsibility for both exits. I assumed responsibility for forward door exits.




Synopsis: B737-800 Flight Attendant reports the lead Flight Attendat becoming ill and unresponsive during flight. Oxygen is administered and the flight continues to destination with three working flight attendants.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: TRACON ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft touched down with brakes locked faulty emergency brake release. Prop strike.




Synopsis: An M-7 landed with faulty emergency brakes locked and had a prop strike during the sudden stop.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Airborne at XA:32z. Crew received FTX GEAR DISAGREE MSG. GR DOORS WONT CLOSE. Recycled the gear; still had indication. Broken actuator.




Synopsis: Dispatcher reported landing gear door actuator failed causing doors to remain open; resulting in an air turn back and precautionary landing.