elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1801-2400
Location: CRW.Airport, WV
Flight conditions: VMC
Light: Night
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ambulance
Flight phase: Taxi
ATC / advisory: Tower CRW
Aircraft component: Air/Ground Communication
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Aircraft; Airport
Primary problem: Aircraft

Narrative: I was parked at hospital helipad and attempted to contact Charleston tower on 125.7 to get a Class C departure clearance to reposition for fuel. I tried 2 times with no answer over the radio. This has happened many times over the years flying into all of the Charleston area hospital helipads. After no contact was made I made sure all radios were tuned correctly and volumes were appropriate; which they were. I then lifted off the helipad and at 100 feet above the helipad I could hear the Tower talking to another aircraft. Once that communication was complete; I immediately called the Tower and asked to depart the helipad to land at a nearby airport FBO for fuel. I was then asked if I had departed I said yes because I was flying above the helipad. Departing; which I later learned from one person in the tower is as they defined; being greater than 200 feet above the helipad elevation; which I was not when two way radio communication was established. So I guess I should have said I lifted and not have said I had departed. After I was given my clearance and actually did depart; I was asked to call a number to speak with the Tower. I was flying the aircraft and asked the tower to standby until I landed to give me the number. Once I called the number I was immediately talked to in an aggressive and unprofessional manner! I introduced myself but the same was not done until I had to ask who I was taking to; I was told the initials of the two who were on duty but that's beside the point. The point is from time to time tower cannot be heard from these hospital helipads. I do not take additional risk or disregard ATC instructions. I guess the Tower could hear me on the helipad and told me to standby because of other helicopter traffic but like I stated earlier I could not hear the Tower. Hopefully something can be done to improve the communications at these hospital helipads.




Synopsis: A helicopter pilot preparing to depart a Charleston area hospital helipad attempted clearance into CRW Class C; but could not hear ATC and so hovered at 100 feet until cleared. ATC was upset that he took off; but communications from area hospital helipads is poor.
Date: 201809
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I received an advisory from Norcal Approach that an unknown aircraft was traveling toward the Golden Gate Bridge in a westerly direction. The controller advised another aircraft and I that the unknown aircraft was traveling at 220 kts. At the time of the notification from the controller; I was approximately 1 nm west of the Golden Gate Bridge and traveling southbound to fly parallel with the Golden Gate Bridge. As I flew to the west side of the Golden Gate Bridge and turned my aircraft toward the center of the bridge; I saw an aircraft larger than the Cessna 182 I was flying travelling toward me. We were at approximately 1600 ft MSL. I immediately turned my aircraft hard to the right and began a decent. The aircraft appeared to only have one occupant inside. After the near miss I flew back to [my home airport]. The Norcal controller advised me 'That's the second time he has done that.'




Synopsis: C182 pilot reported an NMAC near the Golden Gate Bridge at 1;600 feet MSL.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Microphone
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Executed Go Around / Missed Approach; General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Initially made aware of a stuck mike by Center at FL360. After much troubleshooting we were unable to resolve the issue. At best we had very sporadic communication capability. With the assistance of some airplanes in the area we were cleared to 11;000 FT. After having some success with Approach we were cleared to join the localizer at 3;000 FT. There was no clearance for the approach or landing. Prior to glide slope intercept with the comm back to zero; I decided to discontinue the approach. We set the transponder to 7600 at the First Officer's suggestion; turned left off the localizer.  I was planning to orbit west of the field; try to re-establish communications or review lost comm procedures if that failed and remain in sight of the Tower. Approach was able to communicate to us that we were cleared the visual to 35L and cleared to land. We complied. Communication remained reliable for the approach; landing; and taxi.


Second narrative: We became aware of a stuck mike shortly after our TOD point. After changing freqs and trying guard; eventually it was determined that our aircraft had the stuck mike. From that point we were high on our descent profile. As we expedited our descent the communications seamed mostly normal. However; after intercepting the localizer we could not raise Approach Control to get clearance to land. We were on final; 5 miles from the airport. We decided to not continue the approach without clearance. Since we had no further clearance; we squawked 7600 and started a left turn. Then our communications came back and we were able to get clearance to land from Approach Control; just in case we lost comm again. It seemed we did lose Approach Control again; however when we switched to the Tower on our own communications with the Tower were normal.


Synopsis: B767 flight crew experiences an intermittent stuck mic during descent; approach and missed approach before regaining communications and landing normally.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: VFR flight was planned when GPS malfunctioned midflight. I (pilot) was not able to figure out my position. I tried to fix the GPS issue; but it was unresponsive. I decided the best course of action was to immediately land at the nearest airport to correct the issue. While calculating my position utilizing dead reckoning; I spotted an airport with two runways. As I was unable to identify which airport I had in sight; I was unable to determine the airport's communications frequency. I descended and checked the windsock for a safe landing. I landed safely on Runway 15. After I parked the airplane; I noticed several personnel in military uniform; and after speaking with a police officer; I realized that I was in a restricted area and a military base.The cause of the GPS failure is still unknown. After landing; and communicating the issue with my instructor; he recommended that I should have completely turned off the avionics to restart everything during the flight. I was concerned this might cause me to lose other systems; possibly communication. My best recommendation for correction of the issue in the future would be to practice an electronics/avionics failure and recovery during flight. Also; I should have filed the flight following for the unfamiliar area.




Synopsis: PA28R pilot reported a GPS failure with a subsequent penetration of a restricted area and an unauthorized landing at a military field.
Date: 201207
Local time of day: 0601-1200
Location: SFO.Airport, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SFO
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The incoming Captain told us they had a Left Gen Drive light come on after departure but by the time they got the QRH out the light had gone out. We asked if they wrote it up and they said no. After engine start when power was added for taxi the left generator tripped off. We reset it and it came back on and we contacted Dispatch and [Maintenance] to inform them. They said the aircraft had no history and that either we could return to the gate and have the generator disconnected or we could continue. We elected to continue and they sent us a new MRD reflecting the recent history. On takeoff roll just as the autothrottles were connected and the power was about T/O thrust we got the config horn; the left generator; and both utility bus EICAS messages. We aborted the takeoff at approximately 40 knots and notified the tower. RTO was not engaged and we informed the passengers to remain seated. We contacted local maintenance and returned to the gate where the aircraft was taken out of service for an IDG change.


Second narrative: [Narrative 2 provided no additional information]


Synopsis: A B757-200 Captain reported losing a generator on initial takeoff roll; resulting in a rejected takeoff and maintenance action.
Date: 201502
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: In block altitude FL370/390; encountered severe turbulence; descended to FL350 to light turbulence. All crew and PAX seated....no injuries...ATC and Dispatch notified. Shortly after the turbulence encounter; the #1 Hydraulic system failed. Accomplished the appropriate check list. Continued to [destination].....and landed [safely]. We were able to clear the runway (no nose gear or body steering). Shut down the engines and got towed into the gate. Debriefed with the base Chief Pilot.


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


Synopsis: Upon descending to exit moderate to severe turbulence; the flight crew of a B747 was met by a hydraulic system one failure. They continued to descend to an efficient altitude and landed uneventfully.
Date: 202012
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While driving the bridge to the aircraft the 737-900 door was opened prior to the bridge docking or the required two knocks by myself. While driving I don't expect to see the door get popped which is extremely distracting while I am moving heavy equipment towards an aircraft. If the slide had been deployed it could have caused me serious harm or even death. I file an average of 3 or 4 [safety reports] on this exact issue every single week. This has got to stop.




Synopsis: Jetbridge driver reported the B737 cabin door was popped open during the docking maneuver.
Date: 202102
Local time of day: 1201-1800
Location: HPN.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower HPN
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: Upon landing at night from ILS Runway 16; we were given right turn onto H1 from Tower.  We saw the H1 Taxiway sign on the right and turned inadvertently onto Runway 11/29. Recommend this intersection be labeled a Hot Spot as it's difficult to see at night.




Synopsis: Pilot reported a runway incursion at HPN airport and cited taxiway signage as a contributing factor.
Date: 201702
Local time of day: 1201-1800
Location: DSM.Airport, IA
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The entire operation from arriving at the aircraft; through flight planning in ops; through pushback procedures was a complete disaster. Staying focused on the topic of this ASAP report though; the ramp equipment was broken. First driver headset was unintelligible and the tug had a stuck mike. The second headset was more intelligible but still had the stuck mike. In order to accomplish the pushback; the tug driver had to unplug his headset between callouts which of course defeats the purpose of having the headset in the first place. Pushback verbiage was totally non-standard. The guideman did not know our wand signals. I was never able to get an all clear wand signal from him. Extremely non-standard pushback which clearly compromised safety. I confirmed with ops that the ramp is outsourced. Extraordinarily unsatisfactory performance from the outsourced company.




Synopsis: B737NG Captain reported what he felt was an unsafe; non-standard; ramp operation from a contracted ramp service supplier.
Date: 201307
Local time of day: 0001-0600
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DAL
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our taxi instructions were B; B5; P; C5; L; to 13R at DAL.  As we taxied on B; we saw the sign to P and followed it not knowing B5 was still ahead.  So; we missed B5 altogether.  The signage and instructions were confusing since P comes before B5.  ATC wanted us to stay on B until B5 and then rejoin P later.  The new taxiways are confusing around the new terminal.  A better review of the [briefing page] would have helped.  A late push didn't help.   Change P near the terminal to P1.




Synopsis: Air Carrier First Officer reports a taxiway incursion while attempting to taxi via B; B5; P...  B5 is missed altogether.  A new terminal; taxiways and a lack of signage were cited as factors by the reporter.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Tail Wheel
Component problem: Design; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Ground loop after landing in experimental tailwheel aircraft due to loss of control authority of rudder and brake. The spring connection of tailwheel to rudder cable was set to too low tension; causing loss of tail wheel control authority even when rudder pedal fully depressed. The Copilot's left wheel brake failed; causing loss of left main wheel brake control authority; even when fully depressed.Possible corrective actions include: Re tensioning the rudder/tailwheel spring connection tension--which is a builder/owner decision in experimental aircraft--to insure sufficent tailwheel to rudder coupling authority. Re-bleed the brake as there is a possibility of an air bubble in the copilot's brake line because the brake system had recently been bled.




Synopsis: An instructor pilot flying an experimental Piper Pacer equipped with a tailwheel lost control on landing and ground looped the aircraft.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: While taxiing in to [the] gate using the Docking Guidance System (DGS) system armed for B777-200; on the centerline with ground crew present; the left engine came in contact with the jet bridge.Several factors contributed to the incident. The jet bridge was not parked properly after use. From crew perspective it appeared behind the red line but was not fully stowed in the box. The ground crew present did not signal its proximity to the aircraft as we approached the gate. Several layers of safety were penetrated.


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


Synopsis: Boeing 777 flight crew reported the aircraft struck the jet bridge while under automated parking guidance due to the improper placement of the jet bridge.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Company Policy

Narrative: We were tasked with aircraft outside to remove bagging; covers from Aircraft X; and accomplish APU and engine run prior to docking in hangar. Removal of bagging from AOA vanes pitot probes covers and RAT probes bagging; engine APU pack inlet outlet covers were accomplished outside and according to job card and stamped prior to docking aircraft in Hangar. During its time in hangar the FAA questioned why pitot covers were now installed on probes and sensors.Once the aircraft is docked in Hangar a docking/undocking card should have been issued. This card requires installing covers on probes and sensors with the removal; undocking portion of card removing covers on probes.




Synopsis: Technician reported the FAA questioned why pitot covers were now installed on probes and sensors with the aircraft being in a hanger.