elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 0601-1200
Location: AMW.Airport, IA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E AMW
ATC / advisory: CTAF AMW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Winds Light and variable; AMW runway 01 specified for no wind use. After runup; announced on CTAF taking runway [01] for departure. Another person on CTAF said they were lined up on runway 13 [which is closest to the ramp] -- said they wanted immediate departure. I said I would stay lined up on 01 and they could depart. I watched; lined up on 01; as the plane took off and watched it climb to about 500' and they announced turning crosswind to stay in the pattern. I said; I was rolling on 01. At about 10' AGL someone [unknown] said there are two planes taking off! I started looking toward runway 13/31 and couldn't see; my passenger pointed and the vintage aircraft was rapidly approaching the intersection of 13/31 [on Runway 13] and 01/19 at the same altitude as me. He was less than 100' away horizontally as I immediately pitched down (about 50' AGL at this time) and he flew over the top of me. I had to recover and pitch back up about 10' AGL and continue takeoff as I was hitting 100 kts and was not stabilized nor had enough runway to land on back on 01.I can only assume the pilot was NORDO or just not listening and assumed there was only 1 active runway. I listened and heard no reports on the radio from that plane.Factors in play were the NORDO pilot; or not using CTAF if he was equipped. The fact that some pilots use the closest runway in no-wind conditions when 01 is spelled out as the no-wind desired runway. Also beneficial was the one pilot who saw both planes departing and called out on the radio -- if this hadn't happened I don't know if I would have avoided the other plane. Also a factor is you can't really see the departure [approach?] end of 13 from 01 and vice-versa.

Callback: The reporter confirmed that the vintage aircraft was departing from Runway 13.



Synopsis: GA pilot departing using CTAF procedures reported a NMAC with a vintage aircraft departing on an adjacent runway without announcing on CTAF.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The surface winds were 310 at 10 kts gusting 15 kts and takeoff was made with short field procedures using 30 degrees of flaps.  After takeoff; flap retraction to 15 degrees and gear retraction were normal.  However; when retracting the flaps to the full up position; as the flaps passed through about 8 degrees; the 'Flap' and 'Pusher' Caution light illuminated and the aural Flap Asymmetry call-out sounded.  The aircraft was in wings level; coordinated flight when the caution occurred. We continued the climb and maintained speed below the 15 degree flap limit speed.  I passed the QRH to the First Officer and we ran the checklist for Flap and Pusher Caution lights.  We analyzed our options.  We considered a return; but elected not to return as the runway is relatively short and there would be a strong crosswind.  We analyzed the landing distance for ZZZ and determined that the computed landing distance would be within 1000 feet of the actual runway length.  Thus; we elected to land at ZZZ1; as the runway was longer and the surface wind was more favorably aligned.  The First Officer coordinated the diversion with Approach and we proceeded to ZZZ1.We flew a visual approach with a slightly longer final to allow time to stabilize the aircraft on-speed.  During final; the FO performed excellent 'pilot monitoring' duties and ensured the aircraft remained on proper glideslope and airspeed.  We flew with the AOA (Angle of Attack) indexer on the fast diamond in accordance with the QRH; which was about 120 KIAS.  Touchdown was made in the first 1000 feet of the runway.




Synopsis: PC-12 Captain reported a flap asymmetry event occurred on climbout. They elected to divert to a field with a longer runway and less crosswind.
Date: 201901
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Physiological - Other; Situational Awareness
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: While fueling equipment on gate; I accidentally struck the left wingtip of [an aircraft] which was parked on [the adjacent gate]. The ramp area was extremely icy from [recent] snowstorms and the mirrors on the truck were iced over; making visibility impossible. I applied brakes while backing out of the gate and truck slid into the left wingtip.




Synopsis: Air Carrier ramp agent reported contacting an aircraft on the adjacent gate with a fuel truck due to icy conditions.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I was on the plane finishing up pre-flighting my emergency equipment. Pilot calls back to ask if we smell a 'dirty sock' like odor in the cabin. Me and the B Flight Attendant check and report back that the cabin does have a dirty sock odor. Odor was coming from the aircraft. Pilots turned off aircraft. Pilots ask us to report if conditions worsen. During boarding the smells get worse so I reported it to pilots who called it in. My eyes were starting to burn and I was starting to feel woozy. The B Flight Attendant also was starting to feel woozy and getting a headache. All guests deplaned and almost three hours later flight was canceled. Pilots were the first to find the issue and did an excellent job in reporting it right away and ensuring the safety of everybody on the aircraft.


Second narrative: Flight Attendant crew smelled a strong odor throughout the cabin; mainly concentrated in the middle of the cabin. It smelled like dirty socks; musty; and possibly fuel or oil. The pilots contacted us in the cabin to ask us if we smelled anything; indicating that they were aware there was an issue. We verified that the odor was strong. Boarding of passengers had begun but boarding was paused partway through; since the pilots said maintenance would need to be done; so we would have to deplane. During all this time; I noticed that I was feeling a slight headache in my forehead; and then soon after I noticed I was feeling somewhat light-headed and foggy. I checked in with the other flight attendants; and they said they were experiencing similar symptoms. Symptoms seemed a bit more severe with myself and the C Flight Attendant; as we were bouncing between the mid to aft cabin. The A Flight Attendant suggested that her symptoms might be not as bad since she was standing by L1 door which was open to fresh air. In total; the Flight Attendant crew was on the plane for about one hour and fifteen minutes before we deplaned ourselves; as the smell was getting worse during Maintenance. The physical symptoms were still present after we deplaned and for the entire time we waited in the ZZZ terminal and were ongoing even after we left the airport when Crew Scheduling released us from duty.


Synopsis: Flight Attendant reported a 'dirty socks' odor and experiencing health issues during passenger boarding.
Date: 201601
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other Arrival
Reporter organization: Air Carrier
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Jetbridge was extended for overnight maintenance and not returned to the stow box prior to flight arrival. Flight was marshaled in and the number 1 engine struck the jetway damaging the engine. During the investigation employees disclosed the lighting levels are poor and the jetway stow box was faded which was a contributing factor in this damage.




Synopsis: An air carrier ground employee reported a jet bridge was not returned to the stow box after maintenance and was struck by a parking aircraft.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
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
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll at about 125 kias and 150;000 lbs; we had an aircraft configuration master caution. We aborted the takeoff; ran the checklists; and went back to the gate.




Synopsis: B737 First Officer reported high speed rejected takeoff due to aircraft configuration warning on takeoff roll.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I briefed my departure as we taxied out- to include a short field takeoff. I applied 2000 ft-lbs (company takeoff limit); saw gauges in the green; and released the brakes. It seemed to take a little longer than normal to rotate; but we had nine passengers so it didn't seem too abnormal. About 8-10 feet off the ground; I sensed a lack of power and felt slow. I glanced at the engine gauges and noticed right away that torque was at 1400 ft-lbs and decreasing. My initial thought was that one of us had unintentionally knocked the power lever back; so I attempted to add more power; and only watched the power continue to decrease. I said to the FO; 'I just lost my power; I'm putting it back down.' I pulled power back to idle; landed on the remaining runway; put it in beta; applied brakes; and stopped before the end of the runway. Immediately after touching back down; the cockpit filled with the smell of jet fuel. I made the decision since we still had power and were not experiencing a fire to taxi back to parking and shut the engine down. I called the mechanic and he drove over to assess the problem. After hours of trouble-shooting; it was found that an o-ring in the fuel manifold was punctured on installation. We were the first crew to fly the aircraft after the fuel nozzles had been replaced; and that's when it occurred.




Synopsis: C208B Captain reported rejecting the takeoff shortly after liftoff when he experienced a loss of power related to a leaking o-ring in the fuel manifold.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I received clearance] for the visual into ZZZ during the day while we were over the mountains. I was being cautious about the mountains and I set the vertical speed to descend at 500 FPM. [I received] a terrain message so I input power and started climbing. Other than that; we were about 1;400 feet AGL above the highest obstacle around and no other action was needed. We both could [agree] that we were well clear of any obstacle.I was clear of the highest obstacle by 1;400 feet AGL. If anything I would suggest only descending very little if at all until on the other side of the mountains. Or the computer was just over compensating.




Synopsis: Air carrier First Officer reported a CFIT event during a visual approach. Pilot took evasive action to silence the terrain warning and stated the terrain warning system was 'overcompensating.'
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm; Turbulence
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC Overrode Automation; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 30 min cruise flight @ FL400; Captain (PF) noticed LT Side PFD (Primary Flight Display) IAS flag; and verbalized to PNF (Pilot Not Flying). PF (Pilot Flying) compared PFDs and STBY ASI (Airspeed Indicator). RT Side PFD and STBY ASIs indicated approximately 20 kts faster (220 kts) than LT Side. Over the course of 30 sec; airspeed continued to decay below 200 kts on LT Side PFD and decreased at same rate on both RT side PFD and STBY. PF deemed a descent necessary to trade altitude for airspeed. PNF asked ATC for lower altitude. PF initiated a ~3000 fpm descent and airspeed continued to decay toward 140 kts on all ASIs. PF quickly realized all airspeed information was erroneous and suspected stuck pitot. Both pilots verified pitot heats-on and circuit breakers-in. PF decreased descent to 1000 fpm; set a known power setting and referenced AOA .2. IAS pegged at 40 kts on both PFDs and 0 kts on STBY. PNF [requested priority handling] and asked for vectors to ZZZ. PNF ran loss of airspeed indication checklist and reviewed loss of airspeed approach checklist. All ASIs returned to normal @ ~FL260 and indicated similar airspeeds. PF flew ILS uneventfully into ZZZ.

Callback: Captain reported foreign debris in pitot-static line. Aircraft was near maintenance cycle for system to be blownout.



Synopsis: BE-400 Captain reported loss of air speed indication at FL400 during cruise.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Aircraft: A-1 Husky
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Time Pressure; Workload
Anomaly: Ground Event / Encounter Object; Ground Incursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal landing on main landing gear and rolling out; upon de-rotating and touching down the nose wheels the plane lurched and pulled hard to the right. I applied full left rudder and left brake to correct and maintain control. The plane straightened but continued rolling out into the grass on the right side of runway. The grass was soft; sandy and damp. Braking and steering were compromised. I maintained a straight roll out but the plane would not turn left back toward the runway. A runway PAPI light was hit and knocked off its stand. The plane stopped and was taxied under its own power back to the runway and parking area; with a continuous hard pull to the right; for inspection. The Husky was the only aircraft or vehicle involved. There was no damage to the aircraft. I was the only person involved. There were no injuries of any kind. The float and landing gear on the Husky received some damage: The right front tire was flat and off its rim. There was damage to the front of the left float; a hole punctured in the bottom of the left float and a cracked forward bracing strut end. The damaged airport light was reported to the airport the next morning and a NOTAM was issued the same next day; regarding the light out of service. The plane is set to be inspected by a mechanic and insurance representatives before being moved or flown.




Synopsis: An Aviat Husky right main tire failed on landing which resulted in a runway excursion; left float damage; a cracked forward bracing strut and a damaged PAPI.
Date: 201202
Local time of day: 1801-2400
Location: LEVT.Airport, FO
Flight conditions: Mixed
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: TRACON LEBB
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were given a descent and then handed over to Bilboa Approach who then cleared us for the ILS for LEVT when we were approximately 30 NM from the airport. We were not expecting the clearance but I assumed that we were well above all minimum altitudes as we had been given a rather late descent. We thought it would be safe to descend to 6;000 FT that was listed on a STAR to LEVT and start the ILS. At approximately 8;500 FT the Approach Controller informed us that 9;500 FT was the MSA in our area. I leveled off and began to climb; but not as quickly as I should have. Thinking that based on our distance from LEVT; we should still be descending. No GPWS warning were activated and we had no amber that I noticed on our TAWS screen at any time. Upon reaching the point where the STAR began; we descended via published altitudes and landed uneventfully. I should have stayed at my last assigned altitude until on the STAR or we should have told the Controller we were unfamiliar with the airport and asked for recommended attitudes until established on the ILS. I should have also noted the MSA of the area surrounding LEVT. In addition; I feel that Approach could have been a bit more proactive. We appeared to be the only ones on frequency so I don't think the Controller was very busy and recommended altitudes or radar vectors to final would have been useful.




Synopsis: An air carrier approaching LEVT was cleared for the ILS but when descending to the initial STAR altitude was advised by ATC that they were below the MSA descending through 8;500 FT.