elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
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
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: On several occasions in the past few weeks ZZZ ramp has been put in a circumstance where we loaded electric wheelchair on their side. In two of the issues the passengers were flying to ZZZ1 on 737s the electric wheelchair height is too tall to be stored in the upright position. There was no follow on aircraft with a taller aircraft i.e. A320; 757... to this destination. To accommodate the passenger the wheelchairs were loaded on their sides and the passenger was sent to on their scheduled flights. On one of the circumstances the batteries were removed from the wheelchair. The batteries were Dry/Gel. Things that brought to question for the ramp are: Dry/Gel are considered non-spillable but can they be stored on their side? Is there a screening for electric wheelchair height to fit aircraft limitations? Not only for RJ aircraft with less than 60 passengers. Some training cannot be completely taught on a computer it needs hands on training and group interaction.




Synopsis: Ramp personnel reported electric wheelchairs loaded sideways creating a potentially hazardous situation with wheelchair battery. The situation highlights the need for more comprehensive training.
Date: 201305
Local time of day: 1801-2400
Location: STL.Airport, MO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower STL
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Chart Or Publication; Human Factors; Procedure
Primary problem: Airport

Narrative: I was repositioning the aircraft; empty; from the General Aviation ramp to the Main Terminal Charlie gates to get fuel and pick up my passengers. I received the Green 'Security' Light from the FBO ramp then pulled forward off the ramp at K1 before it turned red again while I called Ground for taxi clearance. Upon receiving taxi clearance; I was instructed to give the Tower a call at a number they provided. I immediately called Tower after I reached the assigned gate. The Controller informed me that I had taxied into the movement area without clearance. I explained to him that I thought that area was still non-movement area; and that there are no hold-short lines or movement area boundary markings or any other type of markings or signage visible from the ramp denoting that you are entering the movement area. The Controller told me that I was the third or fourth person who had done this recently and he was getting tired of it. I apologized for my mistake; and reiterated that it was not intentional; and that I believed at the time that I was still in the non-movement area when I called him.Immediately after arriving at my destination; I called my Chief Pilot and told him what had happened. The next morning the Chief Pilot [provided our] pilot group with proper procedures that are to be followed regarding getting the green light from the FBO and getting Taxi Clearance when exiting the FBO ramp.




Synopsis: When cleared to exit the General Aviation ramp at STL the pilot of a Small Transport aircraft taxied onto K1 prior to contacting Ground Control. The Ground Controller reprimanded the pilot for entering a movement area without a clearance.  Reporter stated there were no airport markings or signage that depicted movement vice non-movement areas when departing the GA ramp.
Date: 201207
Local time of day: 1201-1800
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower APA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Equipment / Tooling; Human Factors
Primary problem: Ambiguous

Narrative: [I] received ATIS; which stated getting a taxi clearance after runup. Called Ground for taxi and was cleared to north runup. Taxied to north runup; performed run ups. Runup location is 30 FT from end of runway. After runup; I taxied to end of runway; called for VFR release when I was advised I had no clearance to taxi. I then realized I needed a clearance to go the last 30 FT. Tower advised to hold position; I did. They then cleared me for takeoff. Afterward I looked at runway chart and saw this was a hotspot. What was confusing is I had gotten fuel at that spot before having lunch; which made me complacent. I need to listen to more than the winds and very high density altitude. After departure; the Controller asked if I was returning to APA; I said no; that's when I realized I screwed up.




Synopsis: A pilot taxied up to the APA Runway 17L threshold from the North Runup Ramp because he did not realize the hold short line was so far from the runway.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
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: Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were approaching ZZZ intercepting the localizer for the ILS. ATC had descended us to 4;300 ft.; and cleared us for the approach. I had stayed at 4;300 ft. since it was well below the glideslope. As we leveled out on the localizer; I had seen what looked like a larger bird at roughly the same altitude and within 300 ft. of the localizer centerline. We neared the object and it turned out to be a glider; I disconnected the Autopilot and executed a descending left turn to avoid the glider. After passing it; we determined that it was approximately 200 ft. to the side of us and about 100 ft. above us after maneuvering. If we had not maneuvered; it would have been a lot closer. After we stabilized the aircraft; we were able to re-join the ILS and conduct a stabilized approach. We quered the tower; and said that he had contacted the glider field to report the incident. Cause: The glider was not talking to ATC; and had no transponder or ADSB; so it was not showing up on our equipment nor ATC's. The glider was flying along the localizer center line at roughly the same altitude that ATC had been clearing aircraft for the approach. Suggestions: In the company pages; it does list out the location of where glider activity takes place at this airport. Make sure that you read and under stand the company pages and pay extra vigilance when approaching similar airports.




Synopsis: CRJ-200 Captain reported an NMAC event during final approach with an nonreporting; no transponder/ADSB glider operating along localizer approach course.
Date: 201706
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Human Factors; Company Policy; Staffing
Primary problem: Human Factors

Narrative: As the plane came into the gate the plane was not centered. The mains were not perfectly divided at all. The nose of the plane was forward of the mark. On the departure the lead started to push. As he was pushing I noticed the captain's  wing coming to close to the first officer's wing on the gate next to where I am wing walking. I held out my stop signal about 6 feet from impact. The push back driver of my plane did not stop until impact of both wings damaging both. I noticed the First Officer's wing of the gate next to me was taken off.




Synopsis: Ramp Agent reported the aircraft was pushing too close to the adjacent aircraft and attempted to stop the tug driver. The driver did not see him and ended up pushing the aircraft wingtip into the other aircraft's wingtip.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pilot Flying heard engines drop out of synchronization and noticed a spike in torque on E2. A drop in torque resulted immediately followed rapidly by a low oil pressure light on the right. Pilot Flying pulled right power lever to verify the correct engine; then pilots agreed on the right stop and feather handle and pulled it. Pilot Flying commanded Pilot Not-Flying to request direct to [a nearby alternate]. Pilot Not-Flying completed all checklists and programmed the GPS for the appropriate visual approach. Aircraft was losing airspeed at FL180 so the crew requested 17;000 feet where the aircraft was able to maintain airspeed and altitude. Visually; we were clear of all terrain and the aircraft was performing well. The crew briefed other options if E1 were to fail. The resulting visual approach and landing were without incident.


Second narrative: [Report narrative contained no additional information]


Synopsis: SA-227 flight crew reported diverting to an alternate airport after shutting down #2 engine due to power loss and low oil pressure.
Date: 201512
Local time of day: 0601-1200
Location: BFL.Airport, CA
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class E ZLA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Preparing for hold entry at MARIC intersection on the Gila One arrival. Made position report of location and intent seconds before TCAD warning alert of 1.7NM 12 o'clock +600 ft.; started looking for the traffic; and found seconds before evasive action needed to be taken. I dived the airplane abruptly to avoid traffic; last TCAD indication after was zero miles; and +200 feet; visually the distance looked like less than 100 feet. As the aircraft was directly head on and no prior traffic on the TCAD; traffic was not seen or heard. Unable to make suggestion for avoiding further recurrence other than visually looking for traffic.

Callback: While training in a heavy training area; the instructor pilot and student were in VFR conditions at 4;500 MSL (3;000 AGL) and not on an IFR flight plan or in communication with ATC. They typically make traffic reports in the blind but were unaware of the other non-local traffic.



Synopsis: A general aviation instructor pilot and student operating in a heavy training area were notified of an airborne conflict by the on-board TCAD system. After visually locating the traffic; and identifying it as an impending near-mid-air-collision; the instructor pilot took over the controls and performed an evasive maneuver.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL380 the right engine oil temperature went into the yellow band. We ran the QRH Checklist and the oil temperature returned to normal. With thrust advancement; oil temperature moved rapidly into the red band. We accomplished the Engine Failure/Shutdown checklist in accordance with the QRH. At this point; we were approximately 120 NM out of our destination. Having set-up for the approach; and as we approached a normal descent profile for the airport; we determined that proceeding to our filed destination was as safe a course of action as descending directly a nearby airport. The nearby airport would have required an aggressive descent profile into an unbriefed; unfamiliar airport. This would have required numerous turns while single engine as opposed to one 30 degree turn onto final at [our destination]. The rest of the flight was unremarkable.


Second narrative: [This report contains no additional information].


Synopsis: A B757-200 right engine oil temperature rose into the yellow band; but continued into the red band after completing the QRH; so the engine was shut down; an emergency declared and the flight descended into its filed destination.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback; ACARS message with a different Captains name. Captain contacted Dispatch; we waited until Dispatch corrected the name issue; then continued the flight.




Synopsis: B737 flight crew received message from Dispatch with different Captains name after pushback.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Aircraft experienced a right wing strike following an encounter with LLWS/dust devil.  Winds had been called out of the southeast anywhere from 5-8 knots.  Three patterns prior to the incident; Ops reported winds at 140/7 (a slight right-to-left cross).  Two patterns prior to the incident; instructor noticed wind sock showing a slight left-to-right cross as the student was working on touching down with nose properly aligned.  On the incident pattern; aircraft experienced light turbulence approaching RWY 12.  The rest of the approach was smooth down into the flare.  Once into the flare; instructor noticed debris (grass clippings; weeds; dust) coming from the right wing forward across the RWY from right-to-left (a direct cross) from the surface to a height of ~4'.  In the time it took to recognize we were in a debris field from a gust front or a dust devil; the plane had touched down and struck the right wing.  Instructor executed a full stop; and taxied clear of the RWY while warning other planes in the pattern.  Other aircraft in the pattern then reported experiencing LLWS and the airfield was subsequently closed.  After taxiing in and shutting down; 2 dust devils were observed by the mishap crew less than a half-mile to the north and northeast of the airfield.  Post-flight inspection revealed damage to the right wing.  Temps were in the mid-80Fs and the sky was clear.




Synopsis: DA20 instructor reported the right wingtip struck the ground during an encounter with low-level windshear in the landing flare.
Date: 201504
Local time of day: 0601-1200
Location: HOU.Airport, TX
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The wind indicators have been out for 14 days now at a level 8 tower; we are constantly encountering weather changes in the immediate vicinity of the tower and are unable to give the current accurate wind to any arriving or departing traffic.  We are estimating the winds to every aircraft and our professionalism is being questioned every day when we have to say 'wind estimated'. Have more than one part for the aging equipment available in the Houston area.




Synopsis: HOU Tower Controller states that that he has been controlling for two weeks with wind indication inoperative due to parts availability.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Takeoff
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: I was the Purser. On the take off roll the container above my jump seat which houses 3 O2 bottles came open. I twisted around a little to try and hold the container closed for take off; and as I did my long hair got twisted into the inertia part of the seatbelt. My head was pulled back and my hair was stuck in between the seatbelt and the housing. I could not move my head and it had twisted my hair so badly that I was stuck in my jump seat. As we climbed out I called another flight attendant and asked for her assistance. She came up and could not free me from the seatbelt. Another flight attendant came up and he too could not release my hair from the inertia part of the seatbelt. It took the three of us 20 minutes after take off to free me from my jump seat.As we are no longer doing a pre-departure service I am allowed to have my hair down until the start of the service. I was planning on putting my hair up as soon as we got airborne. This surely has to be a malfunction on the B787 aircraft? I have felt it tugging at my hair before this incident; but never has this happened before.




Synopsis: Flight Attendant reported their long hair got caught in the jump seat belt assembly and it took 20 minutes to free them.