elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird; Ground Excursion Ramp
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the lead for [for marshaling arrivals and departures at our assigned gate]. The crew and [I] had just finished pushing [an] aircraft and...After closing the flight out; I proceeded to do my pre-arrival FOD walk. As I was walking from the outer [safety ring] to the concourse. I reached down to pick up some FOD.  I heard aircraft engines spool up and become louder and louder. I looked over my shoulder and became startled to realize that an aircraft was proceeding down the lead in line about 10 feet behind me. The crew proceeded without the aircraft being marshaled in. AT the point of realizing the aircraft was still rolling I immediately placed the STOP indicator. (With the wands being crossed properly) Video can confirm these actions. At that point I walked to discard the FOD I had collected on my walk around. I proceeded to the lead in line and marshalled the aircraft the remaining distance to the stop mark.




Synopsis: While performing a post departure FOD inspection at his assigned gate the Lead Marshaler was alarmed by the sound of engines spooking up behind him and only then noted that an aircraft was taxiing into the gate despite his presence in its path and the lack of a Marshaler. He recovered quickly; got the flight crew's attention with a wands crossed 'STOP' signal and then marshaled the balance of their arrival.
Date: 201212
Local time of day: 0601-1200
Location: VHHH.Airport, FO
Flight conditions: Mixed
Weather elements / visibility: Turbulence; Windshear
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower VHHH
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was on Part 135 flight as a First Officer. During the departure and the climbout we had a strong jolt to the left of about 60 degrees. We first thought was a wind shear; but now believe was wake turbulence. We initially [were] given the BEKOL3A departure; but because of that; we were unable to fly the assigned course. The Captain tried to get the plane to straight and level flight; but we were already off course. After that we [were] given vectors to intercept and we were asked by the Controller the reason we didn't fly the profile. My immediate answer was that we encountered wind shear and the Captain tried to fly the plane safely and that we had the terrain in sight at all times. On my side; I did not have any control of the situation; except to support the Captain and respond to the radio calls.




Synopsis: Corporate jet First Officer reported a wake vortex encounter on departure from VHHH that caused a deviation from the charted track.
Date: 201708
Local time of day: 1201-1800
Location: O88.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G O88
ATC / advisory: CTAF O88
Second aircraft: RV-7
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I was] practicing touch and goes; staying in the pattern making my radio calls at every phase of flight at traffic pattern altitude at a non-towered airport. [I] didn't hear any other pilots making radio calls. [I] made my radio call from right base to final looking and checking for traffic for Runway 25. I had a stabilized approach when suddenly another airplane had come from behind and over the top of me for landing.I side stepped and did a go around and landed. After the event I spoke with the other pilot. He told me he was on the wrong frequency. I asked him how he entered the pattern; he told me he was north east and entered a right base and he didn't see me. I was already on final at 500 ft. I told him that there [are] a lot of new students training at this airport and procedure is 45 entry to runway 25 at pattern altitude. He mentioned that he was familiar with the airport and visits frequently. I said we're both lucky that we're standing here and able to talk to each other to evaluate the near miss.




Synopsis: C172 pilot reported a NMAC with an RV-7 on short final at O88 airport.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On a visual approach to Runway X; the FO was flying; he started the approach a little high but managed to get back on a 3 degree glide to the runway. By the time I noticed we were at 500 feet and his airspeed was still about 20 knots above Vref. The airspeed managed to get down to Vapp with the engines spooled before touchdown. I hadn't flown in a month so my situational awareness was not on a level it should have been and I should have called a go-around.




Synopsis: Air carrier Captain reported an unstabilized approach and stated they should have executed a go-around.
Date: 201812
Local time of day: 0601-1200
Location: PIT.Airport, PA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower PIT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Taxiing on E to 28C after deicing. We taxied past the hold short lines on E before the turn to Runway 28C as we were completing the Before Takeoff Checklist. We were cleared for takeoff before completing the turn to the runway; but noticed no hold short lines. The hold short lines are not depicted on the 10-9 Chart. Closer attention to the taxiway markings and a depiction of the hold short lines on the 10-9 Page would have mitigated this risk.


Second narrative: We had deiced and we were cleared to taxi out to 28C via E and cleared to cross Runway 32. After we had crossed 32 the Captain had called for the Before Takeoff Checklist. I was reading and verifying the items on the checklist and when finished prompted the Captain if I had missed the lineup and wait call because we were past the hold short line. I then told Tower we were ready for takeoff and we received a clearance for takeoff.


Synopsis: B737-700 flight crew reported crossing the hold short line on Taxiway E at Runway 28C in PIT; in part because the hold short lines are not displayed correctly on the Jeppesen chart.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After takeoff; a flock of birds was encountered at approximately 1;000 feet-1;100 feet AGL.  The conditions were dark VFR. I First Officer (FO) was the Pilot Flying. Concurrently with the 1;000 feet call; I noticed a flock of white birds at the 12 o'clock position. There was no way to avoid the flock and we flew through it at approximately 170 knots with flaps 1 in takeoff power. The set speed call had already been made at this time and we were beginning to accelerate to the up bug speed. The left engine began surging and we reduced the power on the engine and it showed normal indications. I continued to fly the aircraft and the Captain made the call to ATC to let them know our situation with the intent to return to the airport. I flew a left downwind at 3;000 feet MSL while the Captain talked to the Cabin Crew and the Passengers. We then began to run the appropriate checklists from the QRH. We flew an uneventful visual approach backed up. The landing was made at approximately 124;000 pounds. Airport Fire/Rescue was standing by as we landed; but we did not need their services. All aircraft systems performed normally during the approach; landing; and taxi phases except for the reduced thrust from the left engine. When we returned to the gate I performed a walkaround and noted damaged fan blades on the left engine and noted some bird remains (blood/feathers) inside; outside; and on the lip of the right engine.; and on the lip of the right engine.


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


Synopsis: At about 1;000 feet after departure; a B737-700 encountered a bird flock which caused left engine surging. The aircraft returned to the departure airport where severe left engine damage was discovered as well as bird remains in the functioning right engine.
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Rain; Turbulence; 10
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Training / Qualification; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Diverted; General Declared Emergency
Contributing factors: Procedure; Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: Enroute; lost alternator charging. Reduced power loads; declared emergency. ATC offered weather info for ZZZ as 5;000 feet 230/15. I diverted and encountered moderate turbulence for bulk of flight. Programming the [Multi-Function Display] and [GPS] in turbulence while hand flying led to strong disorientation; almost exceeded my ability and I had very large deviations in heading and altitude. I'd type in the point for direct and come back at 40 degrees of bank in a climb or dive. It was very hard to look away. Descended to smoother (still light to moderate turbulence) and picked up the field. I had coordinated way out with...Center in the event of lost com. Stopped answering radio to save power; and made it in. The problem of navigation is critical with power failure in any plane; but it feels more extreme with a glass panel since you lose normal pitot static as well. ATC was most accommodating and got us right in. Ugly approach; good landing in 17/G29 winds; but we walked away. I will fly day VFR only until I can trust the alternator reliability after repairs.




Synopsis: High-time C182 pilot experienced an alternator malfunction and near loss of control in flight while trying to program glass panel in moderate turbulence. Pilot declared an emergency and diverted with ATC assistance.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On gear extension gear did not come down. 3 reds position detent 1. Switched to position detent 2; still 3 reds. Recycled gear still 3 reds no gear door open indications either. Hydraulic systems normal. Accomplished a go-around at 2;000 MSL. Climbed to 4;000 feet. ECAM displayed 'Proc gravity gear ext.' First officer with QRH extended the gear using the crank. Got 3 greens with gear doors open. [Notified] ZZZ approach. Landed 08R and got towed in per QRH. Landing fuel 9.4.




Synopsis: A300 Captain reported landing gear extension failed resulting in manual gear extension.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Rough engine on takeoff; numerous targets in the pattern; attempted to call tower to advise of intention to remain in pattern and land; no response due to many calls from other traffic. Engine roughness continued; did not want to risk being extended downwind; advised tower I needed to land. Tower [gave me priority]. Flight ended without incident.




Synopsis: C172 pilot reported engine roughness on takeoff.
Date: 201703
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I plugged in tug to unit and was flung backwards. [My co-worker] took me to the on site clinic per supervisor who was making sure the fire was out on wall unit. The clinic checked my eyesight and did an EKG. I was released and not taken to emergency care at hospital. I drove myself home and my son made me call my doctor. My family doctor told him to take me to ER.Doctor at ER did urine and EKG as well as IV. They where highly concerned with the protein in kidney and heart at that point. I was observed for prolonged amount of time and wasn't released until deemed able to leave safely without the risk of heart attack. Thinking back on it I am questioning why I wasn't taken [to] the hospital by EMS.




Synopsis: Ramp employee reported receiving medical attention after sustaining an electrical shock while plugging a tug into charging unit.
Date: 201204
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: IMC
Weather elements / visibility: Turbulence; 10
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was making a standard rate turn to 040 heading to capture the [Runway] 1C ILS. Every part of the flight was stable until the autopilot picked up the localizer. As the plane made the turn to 010; I had a green needle and the localizer was centering. At that time the plane hit severe turbulence; the autopilot kicked off; and the plane turned and pitched up. Within a few seconds; I had the plane stabilized. I turned back on course; and as I did; I got a TA to climb. I think the plane behind me had closed in (within five miles); which set the TA. ATC gave me a 270 heading and I broke off the approach; circled around; and made the second approach without any incident. I am not sure what caused the problem. It may have been wake turbulence: there was a warning about a B757 in front of me. The wind was 280 at 14-28 on the ground; it was 290 at 34-38 at 5;000 MSL. I do feel the Controller had us too close: he wanted me to hurry my turn to final. After looking at the flight path on flight aware; I did not get far off course. This happened in a matter of seconds; and as I turned back on the localizer; the TA came. At that time I felt the Controller made the correct decision to pull me off the approach. It was an IMC day and we were stacked up. When I got the plane stable; it was heading to the east; and I had gained 100 FT or so. I did react to the TA and climbed to 5;600 FT. I feel that if there had been more separation; I could have continued the approach without any problem.




Synopsis: A C525A in single-pilot operations encountered what was likely wake turbulence on approach to IAD behind a B757.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; MEL
Primary problem: Ambiguous

Narrative: The airplane had two MELs that needed to be dealt with during taxi out. One for a manual engine start of the number 1 engine; and the other for the Captain's rudder disconnect button being inop for the rudder check. We had XXR loaded into the primary flight plan; with XXL ready to go in the secondary. Because of the potential quick taxi to XXR we had elected to have that in the primary. Received pushback clearance and were told to expect XXL. I chose to keep XXR in the primary; until ATC had given it to us officially. With the procedural demand of the manual engine start; my focus was quickly redirected to managing that. Start was normal and we proceeded to taxi away from the gate area on one engine. Ran the before takeoff checklist to the line in the gate area; prior to contacting ground; and then subsequently started the second engine. Contacted ground and was told to taxi to XXL via X; Y. Once the taxi clearance was received our attention turned to the second MEL and coordinating the rudder check for the final items. Ran the final items portion of the checklist before turning onto Y. With two engines running and a downhill taxi towards XXL on Y our attention now was focused on brake temps. We were cleared to 'line up and wait on XXL;' verified XXL; both of us forgetting that we had never swapped to the secondary flight plan. Cleared for takeoff; and noticed the wrong runway selected during 100 knot callout. We had pulled numbers for both XXL and XXR; and they were the same flap setting; almost identical speeds; same departure procedure; and same T procedure. This was fortunate; as I don't think safety was ever jeopardized; but I fully acknowledge that the results could've been different.




Synopsis: A319 First Officer reported failing to update FMC for a runway change.