elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Aircraft component: Wingtip
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was flying right seat. After landing; Runway XX and exiting at [Taxiway] XX1; Tower radioed; 'taxi to ramp; this frequency.' PF (Pilot flying) proceeded to taxi south on Taxiway XX; and then turned right onto Taxiway XX4; into the FBO's ramp.I noticed Aircraft Y; parked close to our taxiway (on our right side); and asked PF to slow down; which he did. I then asked PF to come left (away from the aircraft) which he did. This put us left of the taxiway centerline (away from the aircraft). In the dim light; it looked as if we would clear the aircraft wingtip; particularly since we had come so far left. Unfortunately; the wingtips made contact.We then taxied to parking to deplane our passengers. After our passengers departed; I informed the FBO. PF walked to Taxiway XX4 and measured the distance from taxiway centerline to the wingtip of Aircraft Y. The distance measured 32 feet 8 inches. There was a cone under the wingtip. The wingtip did not have a static wick cover on it.


Second narrative: Taxiing into ramp on center line we were turning into the FBO ramp and clipped the wingtip of Aircraft Y. The wingspan of our aircraft make/model is 69 feet 6 inches and from Center line to the edge of Aircraft Y was 32 feet. The PIC (Pilot in Command) who was in the right seat told me to adjust over some and I did. He then thought we were clear of Aircraft Y. While taxiing by the tips met by a few inches. It only scratched the winglet of [our aircraft]; but bent the wingtip of Aircraft Y.


Synopsis: Corporate flight crew reported misjudging clearance with a parked aircraft while taxiing into parking; resulting in contacting and damaging the wingtips of both aircraft.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10.0
Light: Daylight
Aircraft: Deerc DE22
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Recreational / Hobbyist (UAS)
Flight phase: Climb; Return to Home (UAS)
Airspace: Class G ZZZ
Aircraft component: Flight Control System (UAS)
Component problem: Failed; Malfunctioning
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fly Away (UAS)
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Lost Link (UAS); Aircraft Lost / Unrecoverable (UAS); Flight Crew Took Evasive Action; Flight Crew Returned to Home (UAS)
Contributing factors: Aircraft; Software and Automation
Primary problem: Ambiguous

Narrative: Recreational Drone FlyawayDeerc DE22 Drone over .55lbsBattery status: FullController charge: estimated 95% FullSet leveling; then compass. Flew to check position (5 feet straight up) noticed a slow left roll. Landed. Powered off drone and controller. Carefully checked all props. Checked arms for cracks. Reseated battery. Turned on; leveled; set compass again. Appeared to fly in place. Checked controls at 5 feet. OK to fly. Started climb. Noticed a marked right roll at 35 feet. Tried to roll to left to bring it back; no response. Increased altitude to avoid tree. Tried to turn and fly back; no response. Hit RETURN HOME. RETURN HOME button was flashing on controller (which is correct). Watched drone continue to roll to the right until out of sight. After a few minutes left controller on landing pad with RETURN TO HOME still flashing; jumped in the car to try to reacquire visual. Never saw it again.




Synopsis: UAS pilot was flying when an un-commanded turn began and never stopped. UAS pilot was unable to regain control of the UAS and a flyaway occurred.
Date: 201505
Local time of day: 1201-1800
Location: MCI.Airport, KS
Flight conditions: Mixed
Weather elements / visibility: 9
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Aircraft component: Fuel Crossfeed
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While climbing out of MCI; Captain verbalized turning of cross feed; however; I failed to crosscheck the switch position as I was talking to ATC at the time. We both noticed an unusual control wheel position at about the same time when the Captain noticed the fuel imbalance (3;500 pounds). We cross feed the fuel back to a zero differential prior to landing.


Second narrative: While climbing out of MCI; we were being vectored to TWAIN. At approximately 11;500 feet; the center wing tank low pressure fuel light flashed. There were thunderstorms rapidly moving into the area; light to moderate turbulence and busy radios. I acknowledged the low pressure light and verbalized turning the pump off and closing the cross feed valve. Somehow I missed actually closing the cross feed valve. Sometime later while in cruise flight I noticed the yoke was displaced and I checked the fuel quantity gauges. There was a 3;500 pound imbalance. I immediately began to correct the imbalance and then notified Dispatch via ACARS. The balance was corrected to zero prior to landing.I should have double-checked that I turned the cross feed valve off. I also should have looked at the fuel gauges sooner; and I would have noticed an imbalance developing prior to it becoming such a large imbalance.


Synopsis: During climbout a Captain of B737; while turning off the center fuel tank pumps; failed to close the Fuel Crossfeed Valve which resulted in a fuel tank imbalance. The fuel tank balance was restored prior to landing.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: low clouds; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other 141 Flight School
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Other 141 Flight School
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were departing IFR from an uncontrolled airport and had just received our IFR release from Center. We switched to CTAF and we heard a Cessna Skycatcher report left downwind for Runway 35. We took the active runway and after beginning the takeoff roll (and possibly airborne); we heard the Skycatcher announce he was executing a go-around. I asked on the radio where he was; and I asked if he could offset to the left. We were already airborne by the time I figured out what was going on; and purposely had the student flying the plane keep it low; while I looked for the other aircraft. I then saw the Skycatcher directly above me; and I offset slightly to the right to establish lateral as well as vertical separation. We were both able to clear the conflict area without further difficulty. Cause of conflict: My failure to orient the aircraft in a manner as to see aircraft on base and or final approach; prior to taking the active runway for takeoff. We were so wrapped up in getting airborne before our clearance void time; and I was more involved with correcting my students' radio phraseology; and not paying attention to aircraft around me. I heard the Skycatcher make a downwind call; but I don't know if he made a base leg or final approach radio call. I think the problem could have been avoided by simply positioning the airplane at a 45 degree angle to the final approach path; so I could see approaching aircraft. Simple as that. I do it religiously at my home base. Not sure why I overlooked it this time.




Synopsis: C172 instructor pilot reports taking the active runway with a student flying at an uncontrolled airport; without adequately checking for traffic on final. The Skycatcher on final is forced to go-around resulting in a NMAC.
Date: 201711
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Trailing Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Equipment / Tooling
Primary problem: Human Factors

Narrative: We were assigned to an ETOPS PDC and to also troubleshoot 3 hydraulic leaks that were documented in the logbook. We positioned the stand using a spotter to get in place under the left trailing edge flap area. We proceeded to raise the stand in place; and through communication with the cockpit with handheld radios; we asked him to drop down the flaps. With the flaps at full extension; we proceeded to inspect for leaks. I was on the inboard side of the flaps; and my partner was on the outside portion. She saw something leaking and asked me to come over and look at it. The hydraulics were still on at that point. I went to the outboard to look at it with her; and at that point; we heard a noise. We went and looked back at the inboard side; and saw a flap had touched the lift and caused damage. We then tried to drop down lift; and it would not start. We asked the man in the cockpit to raise the flaps; and he did so. He then came out and tried to start our lift; and it wouldn't. We finally got it to go down bleeding down the lift.


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


Synopsis: Two Maintenance Technicians reported that the wing flaps of the aircraft made contact with under wing stands when the aircraft settled due to fueling.
Date: 201705
Local time of day: 1201-1800
Location: BOS.Airport, MA
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
Second aircraft: Large Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We were told by approach control to expect an ILS to 04R. We were then told to expect a visual to 04L and given a vector to be followed by a clearance direct to Boston. We were then asked to report the airport AND traffic off to our right. There were several targets and we informed ATC that we were unable to determine which aircraft they wanted us to report. We were then issued a clearance to turn right to 090 degrees. When I initiated the turn it became very apparent which aircraft they wanted us to see because there was a [large transport aircraft] right in front of us on approach to 04R. I immediately turned the autopilot off and corrected left to avoid a collision with the jet (Aircraft Y). We received a TCAS TA at about the same time I clicked the autopilot off. That approach contained the most mishandled and dangerous clearances I have ever experienced in my entire aviation career.I called the TRACON supervisor to find out why this event occurred. He informed me that there was a trainee controller on both 04L AND 04R and they had issued us a 190 speed in error which put us out in front of Aircraft Y; which is why we didn't see him. He then issued us a 170 speed so Aircraft Y would overtake us. The problem was Aircraft Y had not overtaken us completely when he issued the heading of 090. I then asked why we were not staggered like SFO does. The supervisor informed me they do not stagger in BOS and try and put us wingtip to wingtip. That does not seem like the safest course of action to me. Do not have trainees working two parallel runways at the same time. In addition do not change runway clearances at the last minute. I would also suggest that with close together runways such as 04L and 04R in BOS that we are staggered so as never to be wingtip to wingtip in case someone overshoots the turn or maybe doesn't see the aircraft ATC wants you to see because they are behind you.




Synopsis: A321 Captain reported a side by side approach with another large turbojet to Runways 4L and 4R that he believed was not safe but was reported as standard practice at BOS.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL600
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Service/Access Door
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: During departure from ZZZ; the lavatory service door apparently opened inflight and departed the aircraft. During climb out; the crew noticed an 'Ext Door' light illuminated in the cockpit. Note that this light is not incorporated into the Master Caution Warning system. It is also located up underneath the cockpit glare shield and not readily visible to the cockpit crew during normal instrument scan. This light has historically been associated with the air pressure on the fuel service door switch causing light illumination and was assumed by the crew to be in this case. Upon post flight; the crew discovered that the lavatory service door was missing. Crew was not aware until this time that the door had been lost inflight. Loss was immediately reported to company.




Synopsis: CL60 Captain reported a service door open light illuminated in flight; later determined to be a lavatory service door; which had departed in flight.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: Cessna Twin Piston Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: On climb out through 4;500 feet right engine began running rough with black smoke. Returned to ZZZ and landed after notifying ATC. Black smoke indicated a mixture issue.


Second narrative: During climb out; aircraft performance began to deteriorate. Full power was set and the aircraft struggled to maintain greater than 110 KIAS and climb beyond 200-300 FPM. Shortly after initiating full power an unusual vibration was noticed by Captain; and I noticed an unusual amount of black smoke trailing from the engine. Given the icing weather conditions and potential engine issue the Captain made the decision to return to ZZZ as we had only gotten to VOR 1 at time of incident. With the amount of ice accumulating on the aircraft; full power was necessary to maintain a safe airspeed. Conferred with Maintenance post-flight and they believe smoke was due to a mixture-rich situation. Icing + over rich engine mixture.


Synopsis: Air carrier flight crew reported icing and engine vibration after takeoff.
Date: 201706
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Light: Dawn
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Human-Machine Interface; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Company Policy; Equipment / Tooling; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Radar maintenance technician at LBG radar site (Garden Grove) interjecting 'test targets' with a beacon cone of 6667 and an altitude of 53;600. These targets are equidistant from the radar site and are distracting to controllers. The FAA takes a stance on reducing distractions in the workplace but the STARS automation system continuously provides distracting information to controllers. Tech ops should take measures to prevent false data from displaying on the controller displays. Automation could be programmed to ignore certain beacon codes such as this particular 6667 code. Please conduct an independent operational analysis on the STARS automation platform at SCT.




Synopsis: SCT TRACON Controller reported false targets on the STARS display that were put there by Maintenance. He recommended an independent operational evaluation on the STARS system at SCT.
Date: 201907
Local time of day: 0601-1200
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ABQ; Class E ABQ
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: During climb-out with a Notam warning of GPS jamming in the area; we did receive an ADS-B L ICAS message around the mid 20s.  We complied with the checklist and a few moments later we received an ADS-B R ICAS message.  While running through that checklist we noticed the ANP was 1.02.  After we finished the checklist we were approaching our level-off so I waited to do any other investigation until the level off was complete.  Just after level-off; the ANP went back to .02 and the alerts were gone.  We let Control know and did write up the alerts in the maintenance log.




Synopsis: Captain reported experiencing GPS jamming as was predicted by NOTAM.
Date: 201503
Local time of day: 0001-0600
Location: 3T5.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Aeroplane Flight Control
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The right seat pilot made a normal but firm crosswind landing on runway 16 at Fayette Regional airport.  The firm landing on the main spring type landing gear made the aircraft bounce slightly.  During the bounce; the right control stick separated from its bracket allowing the aircraft to pitch forward abruptly onto the nose gear.  The left seat pilot grabbed the left control stick and completed the landing and taxied clear of the runway.  The right control stick in this aircraft can be attached to its bracket by a bolt; a pin; or a socket with a ninety degree turn and over center lock when in place.  The over center lock method was used in this plane since owned with no problems until now.  After participating in this landing; I believe the right stick should be pinned or bolted to it bracket in this aircraft.  The push and twist attachment method is unsafe especially in the landing or takeoff phases of flight.  This aircraft will not fly again until the right stick is secured by pin or bolt.




Synopsis: RV-6A pilot reported the right side stick controller separated from its bracket on landing. Reporter suggested an alternate method of securing the side stick.