elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
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: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Ambiguous

Narrative: During taxi out we were given instructions to taxi XXL via Mike; hold short of Echo Delta. Upon stopping short of Echo Delta; ground then instructed us to 'make the right turn on Echo Delta; hold short of XXR approach.' While the Captain was turning I noted the hold short line was immediately in front of us. By the time he realized what I said the aircraft nose stopped just past the hold short line. We immediately notified Ground who then instructed us to continue taxi to XXL.The wording the Ground Controller used to 'make the right turn onto echo delta' is somewhat misleading. The hold short line is so close to the taxiway intersection there is no way the aircraft can even turn 90 degrees and still hold short.I would say the controllers should stay with our original taxi clearance of 'hold short of Echo Delta on Mike' until cleared through the XXR approach path.


Second narrative: During taxi out to XXL we were told to taxi on Mike; hold short [taxiways] ED (Echo and Delta). As I was slowing to stop at ED we were told to turn right and hold short of XXR approach. I started my right turn and the FO told me we needed to hold short but by starting the right turn I had already crossed the hold short line. I immediately stopped and told the FO to notify the tower our nose was over the line. Tower told us to continue to XXL.Probably a little behind due to three month leave of absence. This probably contributed to me not briefing the hot spot as I normally would have. I also had forgotten my noise canceling headset which made hearing transmissions more challenging.It is absolutely critical to do a thorough departure briefing with emphasis on hot spots and any other threats. I am confident this would have prevented my mistake.


Synopsis: Air carrier flight crew reported inadvertently crossing the runway hold short line while attempting to turn onto a taxiway.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Preflight planning
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Procedure; Manuals; Aircraft
Primary problem: Aircraft

Narrative: During our inbound flight we had a steadily increasing fuel imbalance of 30 to 40 LBS per 5 minute time interval. We performed the imbalance checklist and looked at the fuel leak checklist to rule out a leak. The fuel used and the fuel flows were virtually the same on both engine sides. The fuel used plus the fuel on board equaled the boarded fuel. During about 2 hours and 20 minutes of flying we had to rebalance the fuel 3 times for a total rebalancing of about 900 pounds. We wrote the problem up in the logbook and sent a note to Maintenance Control. After talking with the local mechanics I was shown a maintenance procedure that listed steps to take if the imbalance was 3000 LBS; and other steps if it was 1000 LBS. We were told that since our imbalance was only 900 LBS everything was OK. The procedure does not list any time frames on these limits. Had we flown for another 15 minutes we would have been over 1000 LBS. After I refused the aircraft; maintenance did a crossfeed valve check. I was told the valve was working fine; but after asking further it was only verified to move to its correct positions; it was not checked to see if it was leaking. After I asked the mechanics and Maintenance Control if anything else could cause the imbalance we saw except for a leaking crossfeed valve; no one had any ideas. I then refused the aircraft out of concern that I would not be able to isolate the fuel system properly during scenarios of leaks; fires; fuel contamination; etc.




Synopsis: A B737 Captain rebalanced fuel three times in two hours but maintenance found no fuel system anomalies to account for the behavior. The crew refused the aircraft because a fuel crossfeed valve leak could not be ruled out.
Date: 201406
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: While cruising enroute to PHL at 8;500 feet I received a warning on my TCAS of traffic; I obtained a visual of the passenger jet on a collision course coming from my right rear. I immediately turned 90 degrees left and watched the aircraft slip passed me virtually where I was. I also started a climb to minimize wake turbulence. It appeared the airliner never saw me and had I not had the Garmin traffic; I would have been struck.




Synopsis: C177 pilot experiences a NMAC at 8;500 feet near SAX (VOR) with an airliner overtaking from behind. Garmin traffic provided enough warning to narrowly avoid a collision. The Air Carrier crew apparently did not detect the C177.
Date: 201908
Local time of day: 0601-1200
Location: IAH.Airport, TX
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The inbound flight arrived late; and the ramp crew was in a rush to turn the airplane for its next flight. I was conducting an external walkaround; wearing my reflective vest and holding an illuminated flashlight. As I was walking by the right rear fuselage; a tug driver accelerated without looking and almost rolled a trailer over me. Luckily I can still jump; and I vertically cleared the trailer; in retrospect that was sorta neat. Other rampers started screaming and the tug driver hit the brakes. Nothing happened; but being run over by a tug/trailer can get pretty serious. This could have been really bad. Slow down and look around.




Synopsis: B767 Captain reported having to jump away from a moving trailer to avoid being injured during normal pre-flight walk around.
Date: 201905
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Ramp loaded [package] item containing dry ice with live animal in same end of aircraft. [Company system] allowed Ramp to final the [load plan] with that loading. Aircraft had to return to blocks to move the dry ice to a rear pit. Note: When Ramp called Load Planner for live animal airspace check; Ramp was told that the dry ice must be loaded aft; live animal forward. Ramp failed to comply.




Synopsis: Airline Ramp Personnel reported aircraft gate return to correct Hazmat transport violation of dry ice loaded in same cargo compartment as live animals.
Date: 201503
Local time of day: 1201-1800
Location: LAX.Airport, CA
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Time Pressure; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We had a stuck mike on Ground Control 1 freq 121.75 for about 1 and 1/2 hours.  No one even tried to go out and look for it.  After discussing it with the Front Line Manager (FLM) it seems that no one even has equipment or the ability to locate stuck mikes on LAX airport any more.  That needs to be resolved.   Many close calls.   We had a go around and almost had a couple more.  Someone on the airfield needs to be responsible for locating stuck mikes.




Synopsis: An LAX Tower Controller reports of a stuck microphone on the Ground Control frequency and not having the ability to use a direction finder to track down the stuck microphone.
Date: 201406
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower CLT
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Working Local East I received a conditional crossing with the Ground East Controller. Behind aircraft on 2 mile final an [air carrier] was approved to cross Runway 18L at Mike Taxiway. I forgot to flip my strip to remind me of runway crossing; not sure why. Crossing threshold I put Aircraft X in position and hold. Once landing aircraft cleared Runway 18L I cleared Aircraft X for takeoff. Aircraft X said there was someone crossing the runway and never started his takeoff roll. I canceled takeoff clearance; once aircraft was clear of runway I once again cleared Aircraft X for takeoff.Suggestions: To make sure I use my visual aids.




Synopsis: CLT Local Controller reports of an aircraft that he had cleared for takeoff advised him that there was an aircraft crossing the runway down field. Local Controller realizes he had approved the crossing with Ground Control down field; but forgot to use a memory aid to display to him that the crossing was going on.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL250 received a Yaw Damper 2 (YD2) INOP status message. Shortly after; experienced sudden yawing motion. Suspecting the yaw damper; disconnected it; which also disconnected the autopilot. Yawing motion continued; both left and right and short; sudden motion; as well as long; sustained ones. Re-engaged YD2 and the autopilot; with the uncommanded motion diminished. Were then cleared to descend via the arrival when the yaw damper disconnected; resulting in a caution message and an autopilot disconnect. Ran the QRH. Decided to leave the yaw damper off. At the same time the yaw motions started again; the cause being uncommanded rudder movements observed on the flight controls synoptic page.Advised ATC unable to continue the arrival due to no autopilot; and requested step-down instructions. Was unable to determine the cause of these rudder movements; and found no reference in the QRH. As the yawing was not diminishing (it was quite noticeable; requiring constant corrections by the flying First Officer); and the cause was unknown; we decided to land as soon as possible. [Requesting priority handling] with ATC. Advised the cabin of sterile procedures and completed all checklists; but decided to contact Dispatch once on the ground in order to have both pilots monitor the aircraft's behavior. Kept speed and configuration changes slow and gentle; and as the aircraft remained controllable; decided not to brace the cabin. Landing was normal. Once on the ground; while being externally inspected by the emergency trucks; briefed the flight attendants and the passengers. At the gate; contacted Dispatch and Maintenance.




Synopsis: CRJ-900 Captain reported a yaw damper INOP status message received in cruise; followed by uncommanded rudder movements. Captain requested priority handling to a normal landing.
Date: 201810
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Hydraulic Main System
Component problem: Improperly Operated
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: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Gate
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Towards end of taxi out rt hydraulic quantity 1.20 OF (overfill). Satcom was inop so called ops to call [Maintenance Control]. A mechanic called us back and told us to do a procedure to transfer hydraulic fluid from right system to the center and left systems. We did procedure and rt fluid quantity was reduced to normal. A message then came from [Maintenance Control] to return to the gate to fix the hydraulic problem. We were under the assumption that [Maintenance Control] had directed him to have us do the procedure because I asked for [Maintenance Control] in the first place.


Second narrative: [Report narrative contained no additional information]


Synopsis: B777 flight crew reported unknowingly accepting maintenance direction from the local Mechanic rather than Maintenance Control.
Date: 202111
Local time of day: 0001-0600
Aircraft: Embraer Undifferentiated or Other Model
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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Gate Agent / CSR; Person Ground Personnel
When detected: Routine Inspection; Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: After pushback; station personnel notified us there might be Lithium batteries in a bag in the baggage compartment. At some point there was a communication breakdown between station personnel and a customer. A bag with Lithium batteries that didn't fit in the overhead was checked to baggage compartment. Some point after pushback this was brought to station personnel attention. We returned to gate; moved batteries to cabin; and continued without further issue.




Synopsis: Air Carrier Captain reported after pushback being notified of a passenger bag with Lithium Ion batteries was erroneously gate checked to cargo compartment. Aircraft returned to gate; moved bag to cabin; and subsequently continued without further issues.
Date: 201905
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Flight XXX departed the gate without the required 15 bags securing the Hazmat. Once they returned to the gate; Ramp called and said that the mail in pit 4 is not there due to space. They originally tried to final with the 1200 lbs of mail in pit 4 when it was not. Then I was told that the cargo was split between pit 4 and pit 6. No cargo was shown in pit 6. Everything left the gate in pit 4 but once it came back; changes were made in the [load plan]. They ordinarily could not final due to the Hazmat not being secured but if this wasn't the case; they would have finalized the flight with everything in pit 4 which would be a weight change of 1273 lbs.




Synopsis: Airline Ground Personnel reported gate return aircraft to comply with Hazmat load configuration requirements.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B717 (Formerly MD-95)
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)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Before departure I was asked to sign Notification to Aircraft Commander (NOTAC) Airbill for compressed oxygen bottles. I thought that might be odd so I called my Dispatcher and looked it up with him in the Flight Operations Manual (FOM). FOM Chapter 6; Unacceptable Items talks about NOTAC Required items and references a list which includes aircraft oxygen bottles. But reading further down the page the FOM states 'The following items are considered unacceptable items for shipment: Compressed gasses (including oxygen bottles)'. In an over abundance of caution the Dispatcher and I decided to remove the compressed gasses trunk from the aircraft before leaving the gate. I did not sign the NOTAC for compressed oxygen. While removing the compressed gasses trunk I observed a full size main gear tire ahead of the trunk. Thinking this was odd; I looked it up in the FOM (I don't remember the place). It states that tires will be secured. Given that the tire was not strapped down; I asked the ramper to strap the tire down. Since the rammers did not have straps; the rampers and I decided to remove the tire (before leaving the gate) in the interests of safety. I believe it would not be wise to carry compressed oxygen in the cargo hold. The fire suppression system relies on removing oxygen from the cargo bin with the help of the cargo liner. All are important in suppressing fire. A source of oxygen seems to be against the premise of removing oxygen from the bin. That's my opinion. Both items we removed before leaving the gate.




Synopsis: B717 Captain reports having compressed oxygen bottles removed from his aircraft cargo hold as he does not believe they can be legally transported on passenger aircraft. An aircraft tire is also removed; as it is found to be not tied down and no tie downs are available.