elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other under tow to gate
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Second reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: I was towing Aircraft X and was cleared into the alley. I was driving down the west side taxi lane. I was driving at a slow and consistent speed. I made my initial turn into the lead in line; the initial turn in seemed fine; after about 15 ft. I corrected a little more. Immediately; I could sense I was slipping on the ice and I was caught in a slide. I attempted to turn into the slide; but it was beyond my control. Once we came to a stop; we could see that the whole alley was a sheet of ice from [one] side to the [other] side. The plane made contact with the tug and we immediately contacted our supervisor.


Second narrative: The tow equipment went into a skid due to the icy conditions of the entire ramp area. The tug driver tried unsuccessfully to regain control and get out from the skid; but the weight of the aircraft kept pushing the tug in continuous slide on the slippery icy surface until the aircraft jack-knifed and bumped against the tug and making the dent on the fuselage. The whole ramp surface should have been properly evaluated for safe aircraft towing conditions. There was little to no traction available for safe vehicle operations.


Synopsis: Air Carrier Tow personnel reported control was lost of an aircraft under tow which slid into a tug denting the aircraft.
Date: 201605
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During HYDRR Arrival; tailwind and close proximity to preceding aircraft resulted in entering wake turbulence resulting in moderate roll/yaw event. ATC radio congestion prevented communication to obtain approval prior to maneuvering off arrival corridor by 10 degrees. Once radio was clear; permission was received and returned to course.Preventative Measures: Maybe increase separation on arrivals with tailwinds; to prevent wake turbulence encounters.




Synopsis: B737-800 Captain reported encountering wake turbulence on the HYDRR1 Arrival into PHX.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dawn
Aircraft: B737-800
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: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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 Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; the B low pressure light illuminated. The QRH for B Low Pressure light was accomplished. The B pressure and quantity remained normal. We discussed the low weather at our destination and the possibility of losing the B electric pump next with subsequent total loss of B hydraulics. Using the iPad we reviewed the best weather options for a total loss of the B system with a missed approach with the lights remaining on. As the flight continued; the B quantity and pressure did reduce to zero with no B electric light illumination. We decided to go with the divert plan that was previously just a passing thought. The divert was pretty quick and only one ACARS message to Dispatch was made. The Center gave us vectors for descent; the Loss of B Hydraulics QRH was accomplished. The landing was about 700 pounds overweight but uneventful. The Fire Department cleared us into the gate.


Second narrative: Once the Company mechanics got on board they advised us that we should have shut off the B side electric pump immediately when we noticed the quantity gage decreasing. This would've kept fluid in the pumps and prevented them from cavitating and running dry with no fluid to keep them cool and lubricated; makes sense to me. My concern is that our decision to keep the electric pump running with no fluid remaining could've led to a greater emergency like a fire in the number 2 engine. Perhaps a QRH note in the Hydraulic Low Pressure Checklist that states that if hydraulic fluid quantity decreases rapidly; the system should be considered inoperative and the loss of System A or B Checklist should be initiated even though residual system pressure might remain at or near normal.


Synopsis: B737 flight crew reported diverting to an alternate airport after experiencing loss of the B hydraulic system.
Date: 201305
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We were on the Mount Vernon Visual Approach to Washington National Airport; and the Tower instructed us to circle to land on Runway 33. While we made our approach to Runway 33; Tower advised a helicopter was maneuvering at our 12 o'clock position. As we continued our approach; Tower instructed the helicopter to 'make a right 360 for a jet on a 2 mile final for Runway 33; and to report him in sight' (referring to our aircraft.) The Tower then asked the helicopter if he had us in sight. He replied 'yes'; and the Tower told him to maintain visual separation. As we began our turn from base to final; the helicopter made what looked like a right turn directly into our flight path. The Captain; the pilot flying; made a hard right turn and executed a missed approach to avoid a collision. I'm not sure how close we came to the helicopter since it was on the left side of the aircraft; but I would guess it was only a few hundred feet.


Second narrative: The helicopter did his 360 right in front of Runway 33...I executed a missed approach with a climbing right turn to avoid the helicopter and stay away from the prohibited areas. Tower said they were going to file a report.


Synopsis: When cleared off the Mount Vernon visual to circle to land on Runway 33 the flight crew of a commercial fixed wing aircraft suffered a NMAC with helicopter that had been directed to make a right 360 to clear the approach path.
Date: 202104
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ1
ATC / advisory: CTAF ZZZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: Near miss between two aircraft. Experimental aircraft overflew the C172 and descended in front of the C172 and cut it off in the traffic pattern. C172 was forced to descend below pattern altitude to avoid being hit by other aircraft.




Synopsis: An Instructor pilot flying into a non towered airport reported a NMAC with another aircraft in the VFR traffic pattern.
Date: 201203
Local time of day: 0601-1200
Location: SET.Airport, MO
Flight conditions: VMC
Light: Daylight
Aircraft: Duchess 76
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF SET
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Charles Co. Smartt Airport.  The runway marking signage is NONEXISTENT.  I was a transient pilot and it is VERY difficult to determine what is a runway and what is a taxiway.  Especially at the area where taxiways and Runway 9 and Runway 18 come together.  This is 2012.  Any multiple runway airport needs ICAO conforming Runway stop line (hold bar) signage to prevent runway incursions. (Red runway signs) The FAA should work with the local airport operator to work on a plan to install RED runway hold bar signs and painted red runway identifiers on the pavement (easy and quick to do).  Locals know where the runways are but transient pilots can easily cross an active runway and not realize it until they are on the runway.  This is a busy training field and should have runway and taxiway signage.  Perhaps someone at the FAA could advocate for this upgrade and work with the airport operator to identify funding for this important safety related change.




Synopsis: BE76 pilot reports that runway signage at SET airport is nonexistent.
Date: 201304
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Government
Reporter function: Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Procedure

Narrative: I was just getting a break and heard someone yell out; look 5 west of the airport (PHX). So I looked at the nearest scope and observed two departures side by side separated by a couple hundred feet. PHX Tower applied visual separation on these two departures; but when I saw it; the first departure (A321) was showing 240 KTS over the ground; whereas; the second departure (CRJ9) was showing 280 KTS over the ground. I don't know the altitudes; but they would be less than 8;000 FT. The CRJ9 was actually passing the A321; fortunately he was passing and on the proper side so they would not criss-cross. We have fielded numerous complaints from pilots requesting for an off set on departure for wake turbulence in the past. While this was not the case; one would expect these two aircraft to relatively perform the same 'speed wise'; while not necessarily 'climb wise'. There have been issues whereby a CRJ2 or CRJ7 climbs out at 210 KTS without telling us. I have issued 250 KTS to these aircraft on initial contact to avoid this. I don't really think this was the Tower's fault. I think it is a problem letting each pilot chose his own speed on climb out. I recommend that we publish speeds on the SIDs/DPs. At least until 10;000 FT. Possibly 250 KTS until leaving 10;000 FT; or 230 KTS until leaving 10;000 FT.




Synopsis: P50 Controller witnessed a side by departure event with the Tower providing visual separation; the reporter noting speed assignments should be published on the SID to minimize various speeds utilized by different aircraft.
Date: 201906
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Still don't like that the filed route is printed on the PDC. If only the cleared plan was printed it would prevent many errors. If Tower cleared [us] for takeoff with a via or first fix; it would have clued us in.


Second narrative: Duplicate report.


Synopsis: A321 Captain reported a track deviation occurred when the crew failed to notice a routing change in the PDC. Reporter stated it would help if the PDC displayed only the cleared route and not the filed route.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had been uncomfortable with the tires of the plane; they vibrate at takeoff and bounced off the runway and on landing. That day I wanted to check if my speed was the right one at the moment of landing so I was particularly aware of my approach speed which was 70 KTS with full flaps. Wind was blowing 090 at 5 KTS which I remember very well because I asked for wind check on final approach to evaluate the chance of wind correction angle correction. The wind was not strong enough for me taking a corrective action so the aircraft was wings leveled and aimed to the centerline of the runway. At the moment of touchdown and still with the nose gear in the air I saw the aircraft yawing to the left so I applied right rudder and unconsciously turned the control to the right. With that the left main gear raised off the ground skidding the airplane furthermore to the left throwing me off the runway and into the ground. Fortunately I didn't have any injury at all or any third party property damage except the airplane had suffered some damage due to skidding in on one wheel; the right wing hitting the ground and the prop strike on the ground when we went off the runway.




Synopsis: A C206 pilot made a rudder input counter to a slight yaw during the landing flare and inappropriately also made an aileron input which caused the aircraft to skid off the runway striking a wingtip and the propeller.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: MD-11 loaded with aft CG. Careful taxi at departure airport. Uneventful except minor nose tire scrubbing during turns. Departure weather conditions dry and good at ZZZ. At landing airport; ZZZ1 the weather was low ceilings; reduced visibility and snow and ice covered runways; taxiway and parking ramp. Used very slow speeds for taxi. Nose tire slid during turn from runway to taxiway exit. I controlled slide with some small amount differential thrust; slowest taxi speeds and differential braking techniques as necessary. Aft TOCG (Take Off Center of Gravity) combined with wet or snow or icy taxi presents unnecessary risk to operations. I recommend target TOCG be limited to less than 28.0 when any weather forecast or actual conditions are wet or worse. I recommend Dispatch be more involved in CG planning and coordination when conditions are less than good.




Synopsis: MD11 Captain reported tire scrubbing while executing taxi turns during departure and arrival taxi due to aft CG. Reporter recommends more restricted CG limitations during inclement ground weather.
Date: 201810
Local time of day: 0001-0600
Location: IAH.Airport, TX
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Airspace: Class B IAH
ATC / advisory: Tower IAH
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: For the second night in a row the Tower has issued taxi instructions during high-speed rollout. It is not humanly possible to control an aircraft and perform required duties and even comprehend elaborate taxi instructions while the jet is still in the landing rollout phase. This airport probably has more taxiways than the state of Virginia; they may believe that all pilots were born right there on the airport; however; not the case. Please inform the Control Tower that taxi instructions given on the landing rollout are a safety hazard. The aircraft should be allowed to clear the runway before issuing large multiple taxiway instructions. Houston ATC is creating a very unsafe situation with the belief that everyone has memorized the entire airport the 5;000 taxiway locations. It has become ridiculous and completely unsafe.




Synopsis: Airbus Captain reported ATC issued complex taxi instructions during their landing rollout.
Date: 201511
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Climb
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While executing a go-around; the Captain failed to reach the TOGA detent resulting in a 'Too low; gear' warning. I directed the Captain to push up the throttles. The flaps were retracted to 3 as directed by procedure; then to 1. A climb to 2;000 ft. and turn to 220 degrees was given by ATC. Upon approaching 2;000 the aircraft began to accelerate. I told the Captain to come out of TOGA but he delayed in doing so; causing the flap over speed before I could retract flaps. ATC then issued climb instructions to 4;000 ft. In the confusion of the moment; the turn to 220 degrees was delayed and a traffic conflict arose. We were instructed to call the tower after landing.




Synopsis: A320 First Officer reported several speed and altitude deviations occurred during a go-around; resulting in an airborne conflict.
Date: 201305
Local time of day: 0001-0600
Location: ZMP.ARTCC, MN
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X deviated from their filed flight plan of LTBA./.SSM.WYNDE4.KORD. After SSM; they went to TVC; and flew that segment of the arrival without a clearance to do so. ELIMINATE THE TVC TRANSITION OF THE WYNDE4 ARRIVAL!!!!! It has routinely happened for 2 years; and it needs to be fixed.




Synopsis: ZMP Controller suggested the elimination of the TVC Transition on the WYNDE4 STAR; noting frequent route confusion when this procedure is issued.