elihoole/asrs-aviation-reports huggingface dataset:
Date: 201710
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: 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: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: While taxiing down Runway 15 and told to taxi Runway 15; Kilo; into the block of Runway 19; it became apparent we were passing Kilo and not going to make the turn. Ground called us the same time I advised the Captain of missing Kilo; and instructed us to simply follow an aircraft and take Juliet into the block of Runway 19. The sudden realization of missing the taxiway coupled with the instruction from ground to turn left onto J made the Captain make a sharp left turn instantly; rather than following the yellow line off the runway onto J. I realized we were far short of the turn off and yelled STOP as it became apparent we were going to hit runway edge lights and possibly go into the grass. The aircraft stopped with the nose gear on the white paint of the edge of the runway. The Captain quickly said 'I can fix this' and brought up the power on the right engine while turning the tiller full right to make the sharp right turn. As the power came up on the right engine the aircraft did not turn and instead jumped a few more feet forward getting us closer to the lights and grass. I advised ground we needed to start another engine before we could taxi and we did. The Captain used the left engine and right tiller to maneuver the airplane back onto the runway and exit at J. There was no damage to the lights or the aircraft. I asked if the nose gear tires would be safe for takeoff and landing and the Captain was sure they would be. We departed and landed without incident. The taxiway markings being unclear; and darkness at night made it difficult to identify the original route we were supposed to take. The startle factor of being told by ground we missed a taxiway seemed to be the reason for the Captains response to quickly turn left.From the direction we were taxiing there are absolutely no visible signs designated Taxiway Kilo when on Runway 15. The chart also depicts grass where there is actually pavement and simply painted lines adding to the confusing between taxiway S and K. Location signs placed on the east side of Runways 15 for Kilo would help a lot.




Synopsis: Air Carrier First Officer reported missing the proper taxi route to runway 19 at DCA due to signage and darkness.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter qualification: Flight Crew Student
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: It was my first solo flight doing pattern works - Full stop and taxi back.I landed and taxi back twice and it was last landing.I landed on runway XXL and landed safely. I touched down on center line; and I was trying to exit the runway on taxiway [1].I ground rolled maybe 500 to 1000 feet.But I noticed there was an airplane on [1]; so I changed my mind to exit the runway on [taxiway 2]. So I add little bit power to get to [taxiway 2]; And tower give me an instruction to exit the runway on [taxiway 2] and contact ground. I remember my groundspeed was around 15-20kts.but after I passed [taxiway 1]; my airplane went to the left side.I kicked right rudder few times; but it didn't work.I am not sure the reason why this happen; maybe I lost my directional control after I add little bit power to exit the runway at [taxiway 2].




Synopsis: Student pilot reported loss of control after landing and attempting to exit on taxiway.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Initial Climb
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ
Aircraft component: Nose Gear Door
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
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZ; nose wheel door indicated unlocked/open on instrument panel and overhead following gear retractions. Captain selected 230 kts on FCP and we continued climb while requesting a lower than planned level off alt. We executed QRH procedures and determined we did not have fuel quantities required based on QRH multiple. Coordinated with ATC for return to ZZZ while coordinating with Dispatch. Recovered uneventfully at ZZZ.[Cause was] Aircraft system failure.


Second narrative: The nose landing gear door indicated open on both indication panels after gear retraction. We complied with the ECAM and QRH. Based on the increased fuel requirement of the malfunction; we no longer had the required fuel to continue to ZZZ1. We communicated with Dispatch via ACARS and decided to return to ZZZ. [Cause was] Aircraft malfunction.


Synopsis: Air carrier flight crew and Dispatcher reported the nose wheel door remained open after gear retraction during climbout. A successful air return was completed.
Date: 201301
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Weather elements / visibility: 3
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: PSP was broadcasting below IFR minimums all morning; several aircraft were in holding; with several more already redirected to alternate airports. There was a CFR release for PSP and the surrounding airports. I noticed a SPECI was made at PSP with weather stating it was VFR with visibility 7 and a FEW008 as the only layer of clouds. I immediately called PSP Tower and asked them what their weather conditions were. Controller stated visibility 3 OVC008. There could have been a dire outcome if people were released with this information. At this time I noticed that several more aircraft were steadily inbound to my sector with no where to land. Some approaches could be made but most were not available due to low ceilings. I had perhaps 5 to 6 aircraft in holding already and more steadily inbound. I believe that the weather reporting terminal that en route has should be more accurate and much faster in disseminating it and providing us with up to date information from the Tower. I also recommend that perhaps its not needed in most situations with PSP as it is typically a slow airport; that some manner of flow control be in place to PSP when they do have to hold aka a stricter initiative from TMU would mitigate this.




Synopsis: ZLA Controller described an unsafe condition event at PSP when weather information provided was incorrect resulting in some unnecessary holding; suggesting faster and more accurate weather dissemination.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ; Class G ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Approaching ZZZ airport for Runway XX for a visual approach with the PAPI light out of service; there is a hill and the runway has a uprising slope. At 1;300 ft. AGL the system detected that we were at 1;000 ft. due to the terrain just before the airport when in reality we were 1;300 ft. I adjusted the rate of descent just over 1;000 ft to be stabilized for the approach. The aircraft EGPWS announced terrain terrain pull up; so I adjusted by vertical descent to 800 FPM then proceeded to land on a stabilize approach. Adjusting vertical rate of descent close to the airport with the uprising hill near the approach end of Runway XX at ZZZ. Being stabilized at 2;000 ft. for this approach will help avoiding the terrain occurrence.




Synopsis: CRJ-200 Captain reported getting an EGPWS alert due to the terrain during visual approach. The pilot decreased the rate of descent; stabilized the aircraft; and continued to landing.
Date: 201912
Local time of day: 1201-1800
Location: SQL.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D SQL
ATC / advisory: Tower SQL
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure; Situational Awareness; Confusion; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Company Policy
Primary problem: Company Policy

Narrative: Returning from a VFR flight following an aircraft. ATC diverted us to cross over an airport on the way to Runway 12 at San Carlos. I heard the preceding aircraft cleared to land as it was crossing over another airport. About 6 minutes later; I was over the same airport. ATC asked us to contact San Carlos Tower. San Carlos Tower asked us to report a VFR reporting point and cleared us to land Runway 12. There was a 20 knot headwind crossing towards San Carlos so this 11 miles took a long time.This is the start of a pattern at San Carlos. On earlier flights I have been cleared to land as I was leaving Oakland's Class Charlie well before San Mateo Bridge going to Runway 30. I have also been approved for change of frequency at 400 ft. before reaching the diamond shaped waterway on a coyote hills departure. I find it hard to believe that there was little traffic on SFO arrival that would warrant a lack of controlling over site as the flight goes under SFO's ILS for significantly long periods of time. San Carlos Tower has been severely understaffed for 15 months.




Synopsis: A VFR General Aviation pilot returning from a sight seeing flight reported ATC did not provide the proper level of service.
Date: 201308
Local time of day: 0601-1200
Location: BOS.Airport, MA
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon entering the ramp; I saw a ramp agent who waved me in to follow him to a parking spot located on the eastside of the Ramp.   As I taxied down the back alley; the ramp agent who waved me in went over to the top of the parking spot and continued to wave me in.  There were no ramp agents monitoring as wingwalkers.  There was a female ramp agent approximately 25 FT in front of the airplane to the right side of it with her arms down at her sides facing the airplane.  The route to the parking spot had two fuel trucks; one red one and one yellow one on my right and Company aircraft parked on my left as I taxied in.  As I taxied in between the fuel trucks and the other aircraft; the front of the left wing appeared to clear the tail.  As I then continued forward I saw the rudder trim tab move and immediately stopped the aircraft.  The ramp Agent who was marshalling me from the top of the parking spot; came over to the left wing and inspected it then gave me the symbol to shut the engine down; which I did.  The passengers were unloaded and escorted into the terminal.  Another ramp agent came over and went into the other aircraft; released the parking brake and pushed it forward. Once pushed forward; it's front tire was even with the painted T.  Always stop the aircraft and demand wingwalkers whenever there are other obstructions in the vicinity of the intended path of the aircraft instead of relying on your own judgment of the clearance.




Synopsis: Captain reports contacting the wing tip of another company aircraft with his rudder while being marshalled into a parking spot.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: CLEAR; 100
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Other / Unknown; Situational Awareness; Time Pressure
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Other landing
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Loss of directional control on runway; resulting in prop strike on airport sign.




Synopsis: GA Instructor reported a loss of directional control during landing. The aircraft's prop was damaged after making contact with an airport sign.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Stall Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Chart Or Publication; Procedure; Incorrect / Not Installed / Unavailable Part; Aircraft; Manuals; Human Factors
Primary problem: Human Factors

Narrative: Maintenance came out to troubleshoot the issue and found that the WRONG part was installed the last time this was fixed in Dec 2011. The Stall Shaker on Captain's yoke had wrong electrical connector pin installed. It was about 3/8' of an inch shorter than required; not allowing the shaker to get electrical current. Suggest using correct part (part numbers) when fixing aircraft.




Synopsis: A pilot reports that during Maintenance troubleshooting of a repeat 'Stall fail' message that occurred in flight; Mechanics found an incorrect length electrical connector pin had been previously installed at the Captain's Stick Shaker unit on their CRJ-700 aircraft.
Date: 201407
Local time of day: 0001-0600
Location: ONT.Airport, CA
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ONT
ATC / advisory: Tower ONT
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Handoff / Assist; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Confusion
Second reporter function: Local
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While I was working local assist; the lLocal Controller cleared Aircraft X for takeoff; and then put Aircraft Y into position. As soon as Aircraft X started his southbound turn off the departure end; the Local Controller then cleared Aircraft Y for takeoff. I told him that I thought that it was too close; but he didn't do anything about it. It appeared that there was not sufficient wake turbulence separation. Then; about 5 minutes later; the Local Controller cleared Aircraft Z for takeoff and put Aircraft W into position. As soon as Aircraft Z started his turn off departure end; the Local Controller cleared Aircraft W for takeoff. I told him again that it was probably too close. Then I told the Supervisor that it looked too close both times and I didn't want to be his 'Controller B.' This time there was a little more separation than the first; but it still appeared that there may not have been the appropriate wake turbulence separation.Need some clarification of how exactly to calculate wake turbulence with a departure/departure; when the leading aircraft is a Heavy or B757. Include runway lengths as separation? What about diverging courses?


Second narrative: Two instances of the same situation; I had a heavy departure departing Runway 26L on a PRADO7 SID followed by some smaller regional jets on POM7 departures. The PRADO7 departure is a climbing left turn to PDZ VOR which is roughly a 130-135 heading with the POM7 departure on a heading of 256. In both instances the preceding heavy aircraft had started there turn southeast bound when I cleared the succeeding departure for takeoff. Resulting with a minimum of 5 miles in trail and at least 2 minutes between issuance of takeoff clearance. My Supervisor stated that since the heavy aircraft turned back to the southeast I did not have 5 miles between the aircraft. I tried to explain that the preceding heavy aircraft would have flown at least 5 miles before the second aircraft would become airborne; but to no avail. It is my belief that with her understanding of the rules that if I had a downwind departure I would no have separation until the preceding aircraft was 5 miles east of the airport.Better train the Supervisor.


Synopsis: Two ONT Tower Controllers report of a possible lack of separation due to departing the aircraft too soon.
Date: 201910
Local time of day: 0001-0600
Location: HNL.Airport, HI
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight phase: Other Non-Flight
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: During crew rest yesterday; schedules automated texting yesterday showing incorrectly documented NO SHOW; effectively removing an FDP (Flight Duty Period) of R1 ASR.  Also; trip removal and another added. Upon check in today for the scheduled; Dispatch notified me that I was removed from the line and assigned me R1. I asked Dispatch to confirm that this was my first official notification of the schedule change and confirm that I called for show time for the FDP assigned line. Remove the NO SHOW and correctly document the line show time and start and end of the FDP; and the change to R1. Additionally; for FAR 117 compliance; the pairing today needs to reflect the FDP start time for the proper show time and the amendment by Dispatch assigning the R1 after check-in extending the FDP from the scheduled end of FDP to the new FDP of the R1.




Synopsis: Airline pilot reported scheduling problems.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 5;500 FT; the Flight Attendant called the cockpit to tell us there was smoke in the cabin and that other passengers see it as well around rows 12-17. At this time we asked to level off at 7;000 FT and declared an emergency. The Flight Attendant said that the smoke had disappeared but we continued with the emergency landing back at our departure airport. We were cleared for the visual Runway 28. Exited the runway and pulled into the pad for a visual inspection of the aircraft by the rescue team. They reported no outside issues to be noted and we continued to the gate; where we deplaned. It was an overweight landing by approximately 800 lbs.

Callback: The Reporter had not been told the smoke's source. Passengers reported different smells. One said an electrical odor; another reported a rubber smell. That aircraft was taken out of service and the crew continued the trip on another aircraft.



Synopsis: An EMB145 crew declared an emergency and returned to the departure airport after the Flight Attendant reported cabin smoke during the climb after takeoff. The smoke's odor was described as rubber or electrical in nature.