elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Went to practice a soft field takeoff and when the nose wheel came off the ground I didn't have enough right rudder in and the plane was pulled to the left. The plane went off the runway and down into the grass so I just took it back onto the taxiway and taxied back to the ramp area. I then did a walk around and nothing seemed to be broken on the plane.




Synopsis: PA28 student pilot reported a loss of control during takeoff that resulted in a runway excursion.
Date: 201412
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other During Tow
Result: General None Reported / Taken
Contributing factors: Company Policy; Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: In tow with aircraft at Spot XX. Call was made to Ground tower for Super Tug XX; Spot XX for Gate XXa. No response. This was repeated several times; unable to hear response from Ground tower. Turned off all lights (beacons; headlights; cradle lights) and still unable to hear Ground response for instruction. We contacted Super 13 to ask for them to communicate to Tower and to communicate their instruction for tow. Super Tug XA was able to communicate to Ground and relay instructions to us for tow. Radio issues continue to be primary safety concern for those of us on [the aircraft] move team. Several requests have been made to upgrade our system with continued ignored requests. This issue needs to be resolved to give us the proper tools and equipment necessary to do our job safely. We are aware that these issues are ignored in favor of budget concerns; hopefully an accident will not occur before these issues are actually addressed.




Synopsis: A ramp employee reports about continuing radio malfunctions in their Super Tugs (STs) that prevent drivers from hearing Ground Control Tower instructions when towing aircraft. Requests to upgrade their communication radios due to safety concerns have been ignored.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On engine start; the #1 ENG began spilling a large amount of fuel. The aircraft spilled approximately 300 gal over a 1 mile stretch of taxiing. On throttle up for T/O (Take-Off); the leak stopped and allowed the flight to continue without interruption. When the crew got on the ground; the PIC (Pilot in Command) called and reported a 2300lb overburn. I looked at the winds aloft and saw a reported 150kt wind at FL340.  With a large internal overburn and the winds aloft; and no other info regarding the previous leak; I assessed that the fuel burn; while excessively large; was still within the realm of possibility given the circumstances. I told the crew to monitor their fuel burn for the return leg; as there would be a tail wind to help. When the flight arrived in ZZZ; ARFF (Airport Rescue and Fire Fighting) was waiting for the flight. Crew was instructed to taxi to the end of the RWY and shutdown. When the aircraft eventually made it back to a gate; the [Fire] Chief reported the fuel leak; and sent the PIC the pic; who then forwarded it on to [Maintenance Control]; where I was finally able to see it. At no point was the fact that an aircraft was leaking fuel in such fashion; reported to either Dispatch; or ATC to relay to the crew; even though ZZZ Ops had to have known; as ARFF knew that specific tail would be returning to ZZZ; and the approximate time they would arrive.Ensure all ground personnel know to report to flight crew if a fuel leak is suspected on push back/engine start. If unable to notify crew; or suspected after out of communication with flight crew; relay to OPS if a fuel leak is suspected. Furthermore; ensure Dispatch or [Operations Control] is made aware of the issue in order to establish communication with the Flight Crew to better assess the issue. If unable to contact Dispatch or [Operations Control]; contact Station TWR/Cab to relay message to flight crew about possible fuel leaks.




Synopsis: Maintenance Control reported an aircraft experienced a fuel leak causing fuel quantity to drop below flight plan limit.
Date: 201207
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While on the departure; we were initially given a 275 heading after departure from Runway 25. Sometime around FL200; we were given direct ZIMMR; on course. I punched ZIMMR into the FMC Page 1 Route page; executed it; and thought I hit LNAV. First Officer was making a PA at the time and I did not verify with him as I usually do. A few minutes later; ATC called and asked us if we were on a different arrival since we were about ten miles north of course. We said we were not and Controller cleared us direct MEEKER and we resumed the arrival. Controller stated that there was no problem and no conflict. [We had a] routine flight after that. I did not verify pressing LNAV because the First Officer was on the radio. I should have done it immediately after he got off the radio.




Synopsis: B737-300 Captain attributed a track deviation to his failure to engage LNAV on the FMS after loading a 'direct to' fix.
Date: 201702
Local time of day: 0601-1200
Location: MAF.Airport, TX
Flight conditions: Marginal
Weather elements / visibility: Rain; Thunderstorm; 5
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Landing
Airspace: Class C MAF
ATC / advisory: TRACON MAF
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Cleared by Midland approach for a visual approach to the ODO airport. Controller advised crew that the runway requested there was closed. He advised crew that an additional runway at ODO was closed also. Crew discussed landing at the alternate airport due to the unreported runway closures. Weather was deteriorating when aircraft broke out below the overcast. Rain showers moving through the area at the time obscured visibility to the west of MAF. First Officer reported the airport in sight and was instructed to cancel IFR in air or on the ground. Upon turning on final; crew cancelled the flight plan and a normal landing was accomplished on runway 10 at MAF. Controller acknowledged cancellation; advised crew to squawk 1200. He made no comment concerning our lineup at MAF. Crew realized mistake on landing and immediately advised tower.Crew believes that the deteriorating weather; coupled with nearly identical runway orientation at our alternate; and no controller advisory of the deviation; caused the crew to assume that the only lit runway at MAF was indeed the active runway at ODO. This occurrence could have been avoided by closer monitoring by ATC; or by the crew electing to shoot the instrument approach to the ODO airport in light of the changing weather conditions.


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


Synopsis: Corporate jet flight crew reported landing at the wrong airport citing weather and runway lighting as contributing.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon door closure clearance was received for push back. I contacted the push back crew and stated 'ready for push back; brakes released'. When they did not answer; I looked down to make sure I was on interphone. When I looked up; the aircraft was moving backward. The First Officer stated 'They want you to step on the bakes'. The aircraft had rolled back around 20 feet; and I eased on the brakes to stop the aircraft. The ground crew stated that the parking brake on the tug was inoperative; and they had left the tug in gear; so the aircraft parking brake was the only thing holding the aircraft still after they pulled the chocks. They changed to a tug with an operative brake and continued the push back.I thought the ground crew was on interphone; when they were not. I did not wait for a verbal acknowledgment from the ground crew before releasing the parking brake.Do not leave the tug in gear if the park brake on it is broken.




Synopsis: A321 Captain reported when he released the brakes ready for push back the aircraft started moving backwards. The Captain reported he stepped on the brakes and was told the tug parking brake was inoperative and they had left the tug in gear.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Distraction; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: During cruise; we encountered severe turbulence. This resulted in VNAV and LNAV disengaging and the aircraft unable to maintain altitude. After the loss of VNAV; the vertical mode reverted to Vertical Speed and was holding about a 1200 to 1400 foot per minute climb. We got an overspeed warning that lasted about one second while the aircraft was in this climb. The altitude deviation was about 500 to 600 feet off the assigned altitude. The automation was disengaged and we returned to the assigned altitude. ATC queried us about our altitude via CPDLC and we notified them about our turbulence encounter. As we exited the area of turbulence; automation was reengaged successfully. About 45 minutes prior to our turbulence encounter; we received SIGMET CHARLIE 1 for frequent thunderstorms. Most of the area plotted was west of our route; however; we tried to maintain situational awareness with the weather radar. Prior to our encounter; we saw no radar returns; or other visual cues of cells ahead such as lightning. Therefore the encounter came as somewhat of a shock. Upon realizing we were entering turbulence I looked up to engage the continuous ignition. In hindsight; as pilot flying I should have requested the continuous ignition and stayed on the instruments. The level of turbulence made it difficult to even read the instruments. Temporarily looking away only compounded the challenge.




Synopsis: Air Carrier pilot reported encountering unexpected severe turbulence which caused an uncontrolled altitude deviation.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ; Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Situational Awareness; Troubleshooting; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Exited Penetrated Airspace; General Maintenance Action
Contributing factors: Procedure; Aircraft; Airport
Primary problem: Aircraft

Narrative: Immediately after entering Class B airspace southbound at 1;500 FT; lost communications. Turned north and exited Class B airspace and squawked VFR. Began a return trip to my destination and while doing so; trouble shot for lost communications. During this time; also lost all electrical - fuel quantity gauges; oil temperature gauge; radios; lights; flaps. [I] circled over my destination at 2;500 FT twice; no light gun from Tower. Continued circle at 2;000 FT; no signals. [I] continued at 1;500 FT; observed no traffic; no signals. After 20 minutes of circling without notice from the Tower; entered right pattern for the runway and performed a no flap landing. Called Tower after landing and was told they did not notice me until short final.




Synopsis: A C172 lost all electrical during night flight and after circling the destination airport from 2;500 FT down to 1;500 FT the pilot landed without ATC clearance.
Date: 201201
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Procedure

Narrative: Our push back crew failed to secure the tow bar to the pushback vehicle; resulting in the aircraft being pushed back without control. I applied brakes gently after recognizing the problem; but the brakes did not respond immediately due to the generator coming on line after engine start. Shortly thereafter; the brakes did respond resulting in an abrupt stop. There were no injuries or damage to airplane.




Synopsis: When pushback of the A320 was initiated without the tow bar securely attached to the tug; the aircraft rolled backwards without restraint and had to be braked abruptly to a halt by the flight crew.
Date: 201308
Local time of day: 1801-2400
Location: VPS.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm; scattered at 2300; 4
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class D VPS; Class E ZJX
ATC / advisory: TRACON VPS
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action
Contributing factors: Weather; Chart Or Publication; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were on approach to DTS for the GPS 14 approach in light rain. The weather was changing at DTS due to the fact there was a thunderstorm just to the south and west of DTS. We saw VPS and thought it was DTS so we told [the] Controller we had a visual and began to maneuver for landing; we descended to approximately 500 to 600 AGL when we noticed the crossing runway and saw runway numbers of 12 Not 14. So we went around and continued to DTS. We saw DTS when approximately 1 to 2 mile past VPS.  I think it would enhance safety to add a note on the planned view GPS 14 to DTS regarding the fact that you cross over VPS and in low Visibility it can be mistaken for DTS due similar runways; i.e. Runway 12 versus Runway 14.


Second narrative: [Narrative #2 contains no additional information]


Synopsis: An air taxi crew executed a go-around while on final to VPS Runway 12 in light rain with four miles visibility after realizing that they were not on final approach for DTS GPS Runway 14 about six miles beyond VPS.
Date: 201511
Local time of day: 1201-1800
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OAK
ATC / advisory: Tower OAK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At about seven mile final to Runway 30 in Oakland; we received an 'ADJUST VERTICAL SPEED; ADJUST' RA. The traffic was a VFR traffic that had departed from Hayward Executive. The aircraft was configured for a flaps 40 landing and the 'Before Landing Checklist' was complete. I was the Pilot Flying; autopilot and autothrottles were both disengaged prior to the TA and RA. The traffic was reported to us by OAK Tower. The First Officer and I did not visually acquire the aircraft so FO responded with a 'negative contact'. Upon receiving the 'ADJUST VERTICAL SPEED; ADJUST' I smoothly applied additional thrust and reduced the descent rate of the aircraft in compliance with the displayed RA commands. FO made a radio call to OAK Tower stating that [we were] responding to an RA. Upon receiving the 'CLEAR OF CONFLICT' call from the TCAS; I ensured that I was still comfortable; and stable to continue the approach. We were less than one dot displacement high on the electronic glideslope; and I still had about 300 ft to ensure aircraft stability. The remainder of the approach and landing were uneventful. Tower gave us a phone number to call on the taxi in. Upon engine shutdown and completion of checklist; I called ATC and sent an ACARS message to Dispatch with a brief explanation of the event and informing him that the passengers seemed unaware of the event.We followed our protocol perfectly. The traffic at Hayward needs to be more careful to follow traffic pattern altitudes.


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


Synopsis: B737-700 flight crew reported responding to an RA on a visual approach to OAK that appeared to be from a small aircraft in the HWD area.