elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground BOS; Tower BOS
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Boston Tower (128.8) cleared us to cross Runway 22R at E; then call Ground on 121.9. Clearing the runway on the west side; we had to stop because we were unsure if a taxiing B757 was going to give way or not. The B757 flight was in the turn from K onto B northbound. The B757 aircraft showed no indication they would stop. Their taxi light remained on the entire event. My Captain held position on E and turned off our taxi light. The rear of our plane was still well over the hold short line on the active runway side. I contacted Ground on 121.9 as B757 crossed E directly in front of us; as my attention previously was on the B757 aircraft. The Ground Controller then told us to give way to the B757. Ground then cleared us left on B; right on K to the gate. This is the path B757 had just come. The was not enough room for our aircraft to clear the hold short line for 22R and remain clear of Taxiway B for the B757. Possible coordination issue between Tower Controller for 22R (128.8); Ground Controller; the B757 flight; and us. We had no advisory from Tower or Ground regarding the B757.


Second narrative: As a result of the conflict with B757 we remained on an active runway until the B757 turned and passed quite quickly. When we crossed 22R we were cleared to taxi by Ground on 121.9 via B and K taxiways.The B757 was in a hurry. They later said on the radio that they were running out of duty day. I don't know what clearance the B757 was given but I felt that they should have give way to an aircraft exiting an active runway and taxiing straight ahead.


Synopsis: An air carrier crew reported clearance to cross BOS Runway 22R but before clearing the Runway on Taxiway E stopped because a B757 turning from K onto B did not yield.
Date: 201709
Local time of day: 1801-2400
Location: MNMG.Airport, FO
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Landing Light
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The LED landing lights chosen to replace older incandescent models are wholly unsuitable in intensity and field of illumination. It is extremely difficult to land at many Central American destinations which often have lighting and markings not up to domestic US standards. I note an uptick in maintenance originated write-ups of cracked podding; rotating shims; and other gripes on these aircraft. I'd suggest maintenance look for a correlation; these aircraft are difficult to land well at night. The miserable illumination provided by the chosen retrofit LED landing lights is a clear detriment to safety.




Synopsis: B737NG Captain reported the new LED landing lights do not provide the level of illumination found in the older incandescent bulbs.
Date: 201408
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute and climbing to FL330 the First Officer (pilot flying) reported a PIT flag on his Attitude indicator. Flight information was quickly cross checked with my side and with the standby instruments which indicated discrepancies on the First Officer's flight information. All of his information was unreliable including attitude; heading; and altitude. At that time I assumed control of the aircraft and became the flying pilot. ATC was informed of the loss of the First Officer's instruments and the autopilot. The problem was also complicated with incorrect flight director information on both sides of the aircraft. The flight director was cancelled and I flew the aircraft in raw data. We requested lower to vacate RSVM altitudes. Approximately 10 minutes into hand flying the aircraft we received an uncommanded rudder deflection full left; which then returned back to normal trim on its own. The autopilot was still off. At this time we declared an emergency as a precaution and asked for a lower altitude. At this time we had approximately 25 remaining to our destination. A second uncommanded rudder deflection occurred on descent 15 minutes after the initial one. It was less pronounced and was to the right. All checklist and company procedures were followed as outlined in the flight manual and the QRH. The company was notified via ACARS. The flight attendants were [briefed regarding the anomalies. The flight was completed without further incident. Maintenance and dispatch were contacted via telephone upon arrival at the gate. Two maintenance write-ups were completed at the gate. [I suspect they may need to] replace the IRS.




Synopsis: Following the loss of the First Officer's flight instruments and the autoflight systems the flight crew of a CRJ-900 later experienced uncommanded full or near full rudder deflections to both the left and right. They descended and landed without further incident at their destination.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Night; 10
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft

Narrative: At touchdown; aircraft started to pull right and right wing started to drop. I heard a noise and thought I had blown a tire. Next I flew back to centerline and in doing so I may have added slight power. I slapped the gear handle. I never heard a Gear Warning tone. When the Crew was asked; they said they didn't either.Settling down again; I kept the wings level and anticipated what I thought might be the inevitable right tendency.The aircraft however remained level; but I informed tower I had an issue and would roll out to the end. I appeared to have good control; and the noise was gone. I elected to taxi the short distance to the FBO with an escort of Airport Operations vehicles.By shutdown; all indications appeared to be normal again until post-flight inspection. At post-flight; damage was observed to the prop; the flap cowlings (subsequently the flap linkages); and rear avionics antennas.The approach to landing felt normal. I was sequenced between two aircraft and behind another Pilatus. Flaps were extended 7-8 miles from the airport and gear was extended on a final vector to the FAF approximately abeam the FAF. Landing checklist was completed via the IPAD; and a 'Last Finals' check was performed by myself at 500 foot call. (Last Finals: gear down-three green; flaps 15- final setting; lights on; landing clearance; go-around altitude set). Yaw Damper (YD) was disconnected at DH announcement.On GP for the ILS; Torque was normal at 6-7 inches with the AOA indicating middle or slightly lower. Idle power was set between 70-50 AGL. Initial touchdown was at TDZ or slightly beyond.ATC was typical for the airport and time of day.Maintenance and company management are investigating. And I have been reviewing my actions and performance in this event.




Synopsis: Pilot reported that at touchdown the aircraft pulled to the right and the right wing started to drop; however; the wings remained level during rollout. At postflight; damage was found to parts of the aircraft.
Date: 201701
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: Tower PSP
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Released Aircraft X off PSP RWY 13R. A few minutes later I released Aircraft Y off of UDD. Aircraft X departed and [needed to return to the airport] with PSP tower. The tower called and said Aircraft X was going to stay with them and go back to the airport and land. Aircraft X continued on the 100 degree heading and never climbed out of 2;000 or entered the traffic pattern. That heading kept Aircraft X aimed right at the UDD airport where the other aircraft was released for departure. I had to call the PSP tower and tell them to climb Aircraft X who was well below the MVA in the area. The two aircraft never had a loss of separation. The tower should have given me the aircraft if it was not going to stay in the tower pattern. I should have tried to reach out to Aircraft Y on the ground to attempt to cancel the release if it hadn't already switched to advisories for departure. Better communication between myself and the tower would have made the situation clearer and maybe easier to solve.




Synopsis: SCT TRACON Controller reported an aircraft departed PSP and needed to return to the airport. They stayed on PSP Tower's frequency; but left the airport environment. This lead to a conflict with an aircraft departing UDD.
Date: 201303
Local time of day: 0001-0600
Location: SFO.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: FMS bridge visual [Runway] 28. Scattered low clouds. The pilot flying went below visual glide slope with four red showing on the PAPI. The pilot not flying mentioned we were low and the pilot flying slowed the rate of descent.We needed to pay closer attention to visual indications and should have refused a visual in marginal conditions. The crew was debriefed following the incident.




Synopsis: A Check Airman reported the pilot flying had descended well below the visual glide slope on the Runway 28 charted Visual BRIJJ approach to SFO before being alerted by the pilot not flying. The descent was arrested and the landing completed.
Date: 201904
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Took a handoff on [Aircraft X] from S46. Traffic volume was steady but normal. In my scan I saw conflicting VFR traffic for [Aircraft X] at 11;500 feet (unverified). I expected S46 to stop [Aircraft X] under the VFR traffic and wait for them to pass before shipping them to me; they did not. [Aircraft X] checked on around 10;000 and my first transmission was to stop their climb immediately and I gave them traffic. I did not use proper phraseology in fear of time constraints. I gave [Aircraft X] traffic again and he reported them in sight. I cleared [Aircraft X] to climb at pilot discretion once I saw targets pass. In my career this is the closest I've seen two airplanes come nose to nose in an uncontrolled manner. The likelihood of collision in my opinion was severe.Raise the top of the bravo airspace to 150. There is no reason a VFR [aircraft] should fly uncontrolled through the top of highly congested airspace and not talk to a controller.




Synopsis: ZSE ARTCC Controller reported Approach handed off an aircraft into a traffic conflict with a nonparticipant aircraft within Center's airspace.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out (low 20;000s) received call from cabin that the temperature in cabin was very hot and getting worse. Was not able to control heat from air-conditioning pack; returned to [departure airport]; landed overweight but uneventfully.Was told by mechanics there was an air cycle machine failure.


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


Synopsis: B737-800 flight crew reported returning to the departure airport after they experienced an air cycle machine failure that resulted in high cabin temperatures.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on final approach to Runway XXL approximately at 700 feet; the First Officer disconnected the autopilot to perform the landing. I heard the autopilot disconnect sound follow by a strong noise. The First Officer told me that the control column got 'stuck' momentarily and he pushed it forward and it got free (I was looking outside when it happened). We looked into the problem [and] everything was working normal. No CAS (Crew Alert System) indications; hydraulics were looking good and flight control page was good. The flight controls were moving correct and free. We continued with the landing.


Second narrative: I was PF (Pilot Flying) on the ILS XXL into ZZZ. At about 600 feet AGL I pressed the AP (Autopilot) disconnect and the AP disconnect warning sound came on as it always does for about 1-2 seconds. I had full roll control; however; I needed to force the control column forward to get pitch control. The control column was somewhat stuck in position. It made a light snapping noise that was loud enough to also grab the Captain's attention. I had full control after it and landed the plane safely. Neither I nor the Captain have experienced a similar issue before. On the ground we performed another flight control check before shutting down the engines and the EICAS (Engine Indicating and Crew Alerting System) Flight Control Page showed no malfunction. We called MX (Maintenance) and Dispatch to take care of the issue.


Synopsis: Flight crew reported the First Officer's control column stuck after auto pilot disconnect during landing. It became free after 1 to 2 seconds of force applied and the landing was continued.
Date: 201602
Local time of day: 1201-1800
Location: JAC.Airport, WY
Flight conditions: IMC
Weather elements / visibility: Icing; Snow
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp JAC
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Ground Event / Encounter Object
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: During an ongoing snow event; airport operations failed to maintain and or assess and properly NOTAM apron conditions. A Part 121 air carrier taxied onto the apron and skidded approximately 20 ft past its intended stopping point striking a GPU damaging the cowl and ingesting a chock that was sitting on top of the GPU. Pilot in command issued a PIREP of NIL braking on the apron to JAC ATCT. Airport authority immediately upgraded braking condition to POOR. Airport authority has no functioning certified friction measuring equipment to ascertain braking action on any surfaces. Airport authority reported contaminates as 1 inch dry snow over packed snow. Conditions were more than 1 inch dry snow over ice.




Synopsis: JAC Ramp Agent reported aircraft damage due to contact with a GPU during gate arrival when the flight crew could not stop due to snow and ice on the ramp. Conditions on the ramp were not NOTAM'ed.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: My student and I were initiating a training flight. We had just completed our takeoff checklist; and pulled up to the hold short lines on Alpha for Runway XXL. We made the radio call to Tower that we were holding short and ready for takeoff. We received the clearance '(Our call sign); cleared for takeoff runway XXL; on course.' I took the readback for the student. We cleared visually base and final legs for the approach side of Runway XXL; and proceeded into position on the runway. Just short of the runway pavement; my student puts the brakes on hard and brings the plane to a full stop. A Piper Warrior was on approximately a 1/8 mi final at approximately 50 ft in altitude. The plane on final had been obscured by our wing and we did not see it. We did not have the time or the space to maneuver back behind the hold short line before the Piper Warrior landed.




Synopsis: C172 flight instructor reported stopping just past the hold short lines when an aircraft was observed on short final.