elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Aircraft taxiing south on taxiway R cannot see westbound vehicular traffic on the access road approaching taxiway R until they are immediately adjacent to taxiway R near the southwest corner of the hanger. This blind spot is due to the close proximity of the hanger to taxiway R. After the First Officer (FO) contacted South Ground near check point 2 on taxiway R and told them that we were parking at gate XX; the controller responded that the gate was occupied and instructed us to turn right onto taxiway B to hold short of taxiway U (pointed west).  The South Ground frequency was congested but the FO was able acknowledge the clearance back to ground. FO told me that he would contact company/ramp to determine when the gate and ally would clear. I would continue to monitor ground control frequency.We were approaching the southwest corner of the hanger (on my left) and access road on taxiway R; when out of the corner of my eye I picked up a westbound black pickup vehicle moving at high speed (estimated 40 -50 mph) headed for the access road. I uttered an expletive and immediately jammed on the brakes to try to stop but by this time we were on top of the access road. Hearing my expletive; the FO then also saw the vehicle. The driver didn't appear to notice us until he was on the taxiway directly in front of us and only then appeared to swerve before disappearing under the nose of the aircraft.  Both FO and I momentarily braced for collision until we saw the vehicle re-emerge under the right side of the nose and continue west to the southern hardstand area. Due to the aggressive braking; the aircraft came to an abrupt stop on the access road but once we saw the vehicle head for the hardstand we continued taxi as instructed. The FO who had switched his audio panel to make the gate query call inadvertently reported the 'near-miss' to ramp before switching back to ground to report the incident to the ground controller. Ground responded that they would report the vehicle to Airport Ops; but he was very busy working other aircraft and we knew that this report was a low priority for him.


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


Synopsis: An air carrier crew took evasive action to avoid a collision with a speeding vehicle on taxiway R near the maintenance hangar.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Fog
Light: Night
Aircraft: Learjet 55
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: UNICOM ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: After landing I exited on Taxiway A3. As I made the right-hand turn onto Taxiway A; the right main gear departed the pavement and sank into soft mud. The effect was equal to applying full right differential braking and overpowered the nose wheel steering. In an instant; all three landing gear were in the mud. The aircraft had to be extracted with a tug and one taxiway light was knocked over. There was no damage to the aircraft. A combination of factors contributed to this incident: Patchy fog congregating at the edges of the runway and taxiways; my failure to keep the yellow stripe in sight and the nose-wheel on it; the unexpectedly sharp right turn (approximately 135 degrees) required and the resulting sharp point of unpaved area extending into the turn radius.


Second narrative: A landing was made and the aircraft exited on A3 which was the last high-speed taxiway. After clearing the runway I began the After Landing checklist and the Captain made a 135 degree right turn onto Taxiway A. While making the turn the aircraft cut the corner too tight and right main gear left the taxiway which yawed the aircraft to the right pulling all of the aircraft's wheels off of the paved surface. Since we stopped in soft mud we required an airport tug to pull us out. After getting pulled out of the mud we thoroughly cleaned the wheels with a high pressure water hose and carefully inspected the landing gear. No damage was found. I believe that poor visibility; low light; unfamiliarity with the airport were contributing factors. The incident would have been less likely to occur if the After Landing checklist was completed before we began taxi allowing the all attention of both crew members to be outside the aircraft while making the turn.


Synopsis: LR55 flight crew reports becoming stuck when the right main gear leaves the paved surface during a 135 degree turn from a high speed exit to the parallel taxiway. Darkness and fog contributed to the incident. A tug is required to extract the aircraft.
Date: 201712
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Flying [this leg] we are generally over the Terrain Critical Depressurization Procedure (TCDP) area of Greenland. The TCDP is simple; if west of W040 descend to FL140 and proceed to the west coast of Greenland; if east of W040 descend to FL140 and proceed to the east coast of Greenland.For my flight; the original route had an ETOPS Critical Point (CP) west of W040 with an ETOPS alternate east of W040. Thus the ETOPS solution conflicted with the TCDP. I can find no guidance that says that an ETOPS solution can ignore TCDP requirements; nor does it say that an ETOPS solution must comply with a TCDP; however since both are in the manuals and both address the same contingency; a decompression; it seems a reasonable inference that an ETOPS solution should comply with a TCDP. From a practical standpoint it also seems reasonable.




Synopsis: Air Carrier Captain reported the Terrain Critical Depressurization Procedure conflicts with the ETOPS Critical Point on a specific transatlantic route.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Distraction; Confusion; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb in VMC conditions; Captain and I felt a noticeable left and right yawing motion of the aircraft. We had no yaw damper INOP indications or EICAS indications. We initially thought maybe an engine issue but all indications were normal. We leveled off at 17;000 FT; turned on the autopilot but condition continued. We both agreed we did not want to take an unknown flight control issue any further and returned to the departure airport. Condition continued till landing.


Second narrative: QRH was consulted but not relevant for the issue. Condition continued and the decision was made to return to departure airport. Told Center but did not declare an emergency. Aircraft was always controllable; but when confronted with taking an aircraft with control issues to altitude and then into a mountain airport; the decision was easier. We did attempt to call Dispatch. After informing the flight attendants and passengers the descent and uneventful landing was made. On landing sent Maintenance a message 'uncommanded yaw left and right.'


Synopsis: A B757 crew reported uncommanded left and right yaw motions during climb with no EICAS or other malfunction indications so as a precaution; the crew returned to the departure airport
Date: 201711
Local time of day: 1801-2400
Location: LFPG.Airport, FO
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Tires
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Blocked out of Paris and departed Paris via non-standard exit Point M; due to de-icing; blocking route to Point B. Contacted DeGaulle Ground Control at Point M and was instructed to continue taxiing via taxiway M; and Ground Control would call us back. Approaching the Fire Station; DeGualle Ground cleared us to taxi via taxiways M; D; Q; Q4 to Holding Point Runway 27L. No route was given as to how to proceed from taxiway M to taxiway D. Passing the Fire Station we continued straight ahead on MD2 in order to transition from taxiway M to taxiway D. We noted that the taxiway was marked as authorized for aircraft up to 65m maximum wingspan. I had the Airport taxi chart for Runway 27L (20-9B) on my EFB and noted that there was a ball note prohibiting turning right from taxiway MD2 to taxiway B. There was no such ball note for a turn from MD2 to taxiway D. While turning right from taxiway MD2 to taxiway D I felt a slight jog which I thought was the nose tire skipping in the turn. We proceeded a few hundred feet down taxiway D when we received a TIRE PRESS EICAS message. At that point we stopped the airplane; reviewed the electronic checklist; and then brought up the GEAR synopsis page on the center/lower screen. We noted that both tires Number 8 and Number 11 indicated 1 psi of tire pressure. At this point the Captain directed me to call Ground Control and ask for taxi back to the ramp. I completed the After Landing Checklist and notified Ramp of our return.


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


Synopsis: Large Turbojet flight crew reported a taxiway excursion at LFPG resulting in damage to two main wheels.
Date: 201210
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Second aircraft: Beechjet 400
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: A BE40 was a BCT departure. Our LOA states that PBI [TRACON] will climb the aircraft into our airspace to 10;000 once a hand-off is accepted. MIA Approach gave a late hand-off on a LJ31 which was an FXE departure; which is the reason for the late hand-off. When I realized the potential situation; I called Miami Approach and requested the LJ31 be stopped at 11;000 thinking I would be able to top the BE40. When I realized this would not be possible; I stopped the BE40 at 10;000 and I finally I received communications with the LJ31 on the boundary and immediately turned him left to a heading of 290 and climbed the aircraft. Lateral separation was lost as the LJ31 climbed through 10;800. I think it would be better to climb the BCT departure to 7;000 and give the Sector Control for climb in case there is a late hand-off like in this situation.




Synopsis: ZMA Controller experienced a loss of separation event when departure traffic from both PBI and MIA TRACON's conflicted with no time to issue separation vectors. The reporter suggested alternate procedures.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student; Other Student pilot solo
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Runway incursion by unidentified single engine airplane during reporting pilot's takeoff roll; causing reporting aircraft to have to abort takeoff at approximate rotation speed. No radio calls appear to have been made by offending aircraft prior to entering runway. Offending pilot's intention appears to have been to depart runway in opposite direction of reporting aircraft's departure direction.




Synopsis: C172 pilot reported a Rejected Take Off near rotation speed after another aircraft entered the runway without communication.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Night
Aircraft: PA-34-200 Seneca I
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying on an IFR flight. I was doing the RNAV GPS approach. ATC pointed out traffic close by. My ADSB also indicated several targets. I canceled IFR to approach the field VFR to enter the pattern in sequence. As I was approaching the field I announced my intentions to cross over midfield and enter left traffic (there were other planes in the final approach). Someone called and advised that the airport has right traffic to 21. So I entered right traffic to 21. Not used to right traffic; I usually put the gear down as soon as I am over midfield. I kept watching for the traffic since they appeared to be slower. The wind was gusting to 21 knots so I decided to use only 25 degrees flaps. As soon as I dropped the flaps and the speed went to 110 I placed my hand on the landing gear; as is customary midfield. However; I got distracted by an announcement indicating someone was entering the pattern and started looking for the traffic. Usually in the phase of flight I use my checklist again; I did not. I turned base and final. Contrary to my practice (and training) I did not check the checklist required three green lights indicating gear down. The stall horn sounded at the same time that the gear up; but it was too late. The plane slid straight on the runway. As we started sliding on the runway I secured the plane turning off all electrical equipment.In the future; I plan to drop down the gear as soon as I get to 120 knots (usually 10 miles out) on approach to a non-controlled airport. I will also check and re-check my checklist.




Synopsis: The pilot of a PA34 reported the circumstances that led to a gear-up landing.
Date: 201410
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Taxiway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While taxiing out for departure when it appeared the nose wheel steering failed and turned to the left about 30-40 percent of full travel (estimated).  The aircraft was traveling at approximately 10-15 knots and the reported winds were 230 at 8 kts.  The aircraft veered sharply to the left at which time I placed both engines in full reverse and used full braking in an attempt to stop.  The aircraft continued forward and began to exit the taxiway into the grass at which point I pulled both engine stop and feather knobs and tried using braking to avoid runway and taxiway lights.  After coming to a stop ATC notified me that airport operations was en route at which time I powered down the plane.  After a thorough inspection from both myself and Maintenance it was determined that no obstacles (lights; signs; etc) were struck by the prop or the landing gear.  Airport operations reported no damage to airport property and the plane was then towed to the FBO and was turned over to Maintenance for further inspections.




Synopsis: SA-227 Captain experiences a sudden loss of nose wheel steering control during taxi out; resulting in a sharp swerve to the left and a taxiway excursion before the aircraft can be stopped.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Solo cross country flight (short)Upon take off from ZZZ the radio lights began to flicker. I turned them off and checked the masters and fuses and found no problem. Turned the radio back on and it was still blinking. I ran my checklist at this time. I was on the crosswind section of the pattern and decided to stay in the pattern with minimal power and land as soon as safely possible to investigate the issue. After landing I turned the engine off. It would not start. I called my CFI and told him that I was broken down in ZZZ. I then called the flight club and told them that I was also broke down in ZZZ. Upon preflight inspection I could not feel the alternator belt and reported this to the safety officer at the club. They messaged that they were sending someone to get me. An hour passed and then they said they were sending a plane with recovery pilot to me. Finally after 3 hours they said that they (Safety; Chief Pilot instructor; my CFI and Maintenance) had discussed it and it was fine for me to fly the plane back under VFR rules. The planes battery was charged. I started the plane and sent a message that I was leaving ZZZ and for someone to please watch FlightAware and text me if there was an issue.My CFI instructed me in challenges of no flaps landings; how to avoid getting lost and what to do if that happens; we discussed flight altitudes and best ways to spot potential places to set the plane down if an emergency did arise. I was instructed to reserve battery power for emergency radio communications and squawks. I have flown Aircraft X for appr. 70 hours and I was confident in her ability to make the trip. I have flown the same trip with instructors 4 separate times and I'm familiar with the terrain. I departed ZZZ at XA00 and landed safely in ZZZ1 at XB35 (appr). Name from flying club was waiting on me and making radio calls while I was entering the pattern and landing. The flight was made without any other events or incidents. I felt safe in making the flight and confident that I followed all safety rules applicable.




Synopsis: Student pilot flying a C-150 aircraft reported alternator malfunction in flight.