elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Weather Radar
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Weather

Narrative: The event occurred during cruise on a medical transport. Flight conditions were in and out small storm buildups and intermittent IMC/VMC. Upon exiting an area of IMC a very large buildup/thunderstorm appeared in front of me in very close proximity. I had no time available to request deviation from my course to avoid the hazard. I immediately turned approximately 30 degrees right of course to avoid the possible storm cell.Contributing to this was the XM weather and radar did not accurately depict what I was about to fly into. Had I selected a different altitude I may have been able to see and avoid the area much earlier. My inaction created a situation where I had to deviate from my assigned route.




Synopsis: King Air 90 pilot reported deviating without clearance for a thunderstorm that suddenly appeared on the nose during transition from IMC to VMC. XM weather and the aircraft radar did not show the buildup.
Date: 201603
Local time of day: 1201-1800
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower MDW
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction; Confusion; Communication Breakdown; Time Pressure
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Departure clearance given to Aircraft Y with expectation of Aircraft X exiting.[Recommendation is to] withhold departure clearance until exiting complete.


Second narrative: We were cleared [to] hold in between a small business jet that had just landed on Runway 22L and an aircraft on three-mile final; Tower told us to be ready. As Aircraft X finished clearing the runway; we were cleared for takeoff.As we began our takeoff roll; Tower was continuing to communicate taxi instructions with the preceding Aircraft X. At approximately 100-105 knots; Tower canceled our takeoff clearance. At that speed; about 10 knots short of V1; I decided that continuing our takeoff would be the safest course of action.The preceding business jet had cleared the runway; but had maybe not completely cleared the hold short line and it was difficult to determine. It was obvious the aircraft was not in our flight path. We told Tower unable and continued the takeoff and subsequent leg uneventfully.This is a very busy environment and I believe Aircraft X was confused about the taxi instructions and just exited the runway but didn't roll far enough for his tail to clear the hold short line; or at least that's what Tower believed. Neither Tower nor us anticipated this and Tower's decision to cancel our clearance was made too late.


Synopsis: MDW Controller and four involved pilots reported of a runway incursion. Landing aircraft attempted to follow Tower's direction; but Tower changed instructions causing confusion in the cockpit. Departing aircraft was told to cancel takeoff clearance; but was close to V1 and continued.
Date: 201909
Local time of day: 1801-2400
Location: IWA.Airport, AZ
Aircraft: EMB ERJ 145 ER/LR
Operator: Corporate
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Airport; Procedure
Primary problem: Airport

Narrative: We performed the shutdown checklist and received the 'chocks in' signal from the ground crew. I then released the parking brake to improve brake cooling. After a few minutes; while passengers were deplaning and the ground crew still unloading the cargo compartment; the aircraft started rolling forward. While Maintenance was doing their aircraft inspection; they were the first to notice the aircraft starting to roll. A mechanic ran to the nose wheel and reinstalled the aircraft chock. The aircraft rolled about three feet forward before being re-chocked. The only passengers that noticed the aircraft movement were those on the stairs. No passengers; crew or ground personnel were hurt. The aircraft did not hit anything; so no aircraft damage. It was noted by Maintenance that the chocks were new and this was the first time using them. The chocks appeared slick and not as grippy as the older chocks. I suggest making sure the new chocks are certified for our size aircraft. Unless absolutely necessary; I will keep the parking brake set until deplaning and ground services are complete.




Synopsis: ERJ-145 flight crew reported that the nose wheel chock failed after parking; causing the aircraft to roll forward several feet.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Marshaller followed SOP (Standard Operating Procedure) during aircraft arrival; nose gear wheels were stopped correct on the B757 line. Marshaller then approached NLG (Nose landing Gear) tire to chock and a few seconds later the aircraft started to roll forward. The Marshaller immediately ran in view of the Co-Pilot and showed a stop with his wands; the aircraft made an abrupt break and was about 10 ft past the B757 line. Supervisor's notified by Zone Control of mis-park and to double check if engine number 1 had contact with jet bridge. No contact to jet bridge; engine was about 3 feet away.




Synopsis: Ground Personnel reported that an aircraft rolled forward after being parked; resulting in a near-collision with the jetbridge.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Saab 340 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [After departure] at about 500 feet AGL; the left engine oil pressure light illuminated on the central warning panel in red with three chimes. The Captain was flying and asked me to run the emergency checklist. He continued flying and handled the radios. While I was running the low oil pressure checklist; I heard a loud explosion and the inlet turbine temperature went all the way to the red light and torque began to drop. The engine had failed with the positive auto coarsen and negative fire. We ran the engine failure memory item; then secured the engine with the checklist. We ran the single engine climb; in range; descent and before landing checklists and landed [back at departure airport] all within about 15 minutes. Since there was no fire; the Captain decided to taxi back to the ramp single engine and explain [to] maintenance what happened.




Synopsis: Saab 340 First Officer reported returning to departure airport after the left engine failed shortly after takeoff.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Ice/Rain Protection System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Applying MEL for #2 engine anti-ice valve to be locked open. Due to the rain and wearing a mask; glasses fogged and missed the step to unplug the pressure switch.Suggestions - Remove mask so glasses will not fog. Get somewhere the rain will not affect tablet usage. Functionality and readability.




Synopsis: Technician reported missing a step to unplug the pressure switch while working on the engine anti-ice valve to be locked open.
Date: 201401
Local time of day: 1201-1800
Location: FFZ.Airport, AZ
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower FFZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Second reporter function: Single Pilot
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Whilst training a CPCIT in LOCAL1; with multiple traffic inbound; my trainee had a very good grasp of the situation and was performing very; very well. Our three aircraft inbound had each other in sight and were following each other appropriately with good spacing in between. We turned our attention away from the runway to a Cessna departing headed northwest bound which was conflicting with an aircraft inbound from the North. Suddenly we noticed a [small low wing aircraft] on Runway 22L slowing down to exit. We mentally cycled through the aircraft under our control to determine if we'd inadvertently misplaced an aircraft. We heard the Local 2 Controller get our attention identifying the unknown aircraft on our Runway (22L) as theirs. I'm really not sure how 4 controllers working the two parallel runways; ie; 2x CPCIT and 2x trainers managed to lose track of the aircraft because both positions were quite busy. This is at least the 5th or 6th time that the local flight school has landed on the wrong runway even after being assigned the correct runway by ATC. I've gone so far as to add additional phraseology to pilots operating for the flight school saying; 'STAY ON or REMAIN ON Runway 22R (or 4L)' when the pilots inform us that they are finished with their touch-n-go or taxi-back operations.


Second narrative: Falcon Field has two runways 22R and 22L. I was doing full stop landing to the ramp. Approximately 4 NM; Tower said 'aircraft on base you are number two; Runway 22R cleared to land' and 'verify you are full stop' I did the readback and I tried to see traffic on base. There was just one traffic on Runway 22L base; and no one on 22R base or final. So I followed the traffic on 22L base and I landed safely. I think there were three reasons for this mishap:1-At Falcon Field for full stop landings we generally use 22L.2-There was just one traffic to runway 22L. 3-There was 10 KTS wind and I focused on landing.So I got confused and I landed on the wrong Runway 22L. I know this is my responsibility and this should not have happened. I learned from this mistake and it will not happen again.


Synopsis: The Local Controller involved and the pilot of a light aircraft describe a landing on the wrong runway at FFZ.
Date: 201907
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I; Lead Ramp [Agent]; was working Flight XXX. I had an [aircraft part] and a [medical shipment]. The [aircraft part] only had one sticker for batteries that I didn't see. The plane was late getting to the gate. So I was trying my best to get it out on time. So I was rushing and didn't see the one battery sticker on the [aircraft part]. The plane never took off and went straight to [the gate] were I went over to fix the problem.




Synopsis: Commercial Airline Ramp Agent reported Hazmat procedural deviation requiring aircraft ground return to correct error.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Excursion Taxiway
Detector: Person Observer
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Nose wheel steering inoperative (deferred) was cleared to taxi to runway. When I passed the threshold of [another runway] [a] pilot reported brake fire. I lost LH brakes; then RH brakes [and the] aircraft veered right. Left taxiway [with] nose gear off pavement. Did emergency shut down [and] got fire extinguisher; went to LH Tires; put out fire. Then there was fire on RH brakes; put out fire on that brake. Noticed fire on LH brake; went back to it [but] could not put out fire as I was out of extinguisher. Standing in front of LH brakes number 2 tire blew out. No damage to aircraft or me as I was in front of tires; knowing they explode and blow out from the side. Had quartering tail wind which made it hard to taxi straight hence had to use more brakes and differential thrust. Weight of aircraft was 13;346. Fire trucks soon arrived to put out fire. I was the only one involved. Maintenance came out; towed aircraft back to taxiway; changed tire; and towed it back to ramp. [They then] moved cargo from aircraft to new plane [and I] flew the rest of the trip. Don't taxi heavy metro with light brakes with no nose wheel steering over long distances.




Synopsis: SA-227AC Captain reported experiencing a brake fire during an extended taxi with nosewheel steering inoperative.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
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
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: At cruise altitude 40;000 FT; autopilot on; encountered severe turbulence. Dark night; no warning; no radar returns. Lost 500 FT during recovery. Seat belt sign was on. No one hurt onboard. Continued to our filed destination.


Second narrative: [Narrative #2 contains no additional information].


Synopsis: A B737-800 encountered severe turbulence at FL400 with no warning or radar returns and lost 500 FT during the recovery with no injuries.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 8
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: A case of 'get-there-itis' at its not-so-finest; I'm a right-seat pilot on Part 135 Charter flights; operating a King Air B200 with a G1000 FMS; TAS; and TAWS. By no means should this equipment give my Captain the excuse to punch through what he calls 'holes' in cloud layers and scud run to get to our destination. We were originally IFR to [destination]; but the reported ceilings weren't going to allow us to make it in. The Captain spots a 'hole' about 10 miles south -- a 'hole' that is no more than 500 FT wide; is butting up against the hills to the west with ocean at the east; and a highway  directly beneath (the route of low level traffic watch operations) -- and tells me to cancel IFR. He then proceeded to dive down through this 'hole' at around 3;000 FPM; with TAWS yelling at us to 'pull up.' All the while; I'm sitting there telling him (a 12;000 plus hour pilot) this isn't a good idea; in a more or less obvious fashion. We ended up skimming the edge and entering the thin layer of clouds briefly; and then skud running at 500 FT AGL with IFR traffic above and power lines below. With my experience; I know how badly this could have gone; with his experience (7;000 in type; familiar with the area) he was complacent doing this to get the job done. He runs a very tight ship and I trust his judgment; but this time I was just not comfortable with the situation and I couldn't do anything about it.




Synopsis: BE20 First Officer questioned an experienced Captain's decision to cancel IFR; operate the aircraft in a less than professional manner; and violate VFR cloud clearance criteria apparently motivated by a case of 'get-there-itis.'
Date: 202001
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise FL410 the First Officer and I noticed the cockpit temperature was high. We attempted to adjust the temperature; but even with full-cold selected the temperature continued to rise. We ran the QRH procedure 'Cabin Temp Inop' with no effect. The QRH directed us to perform the 'Cabin Temperature Hot' procedure. We made it to step 12 where the left pack was selected ON and the right pack selected OFF then wait one minute. After roughly 10 seconds the left pack failed with an INOP light illuminated. With no packs operating the cabin altitude began to rapidly climb so we selected the right pack to ON. The PACK OFF light remained illuminated so we initiated a descent initially to 25;000 ft. During the descent the Cabin Altitude alarm went off so the First Officer and I donned our oxygen masks and performed the 'CABIN ALTITUDE' procedure. The right pack did appear to come back online but even with the rapid descent it was unable to reverse the loss of cabin pressure. We requested descent to 10;000 ft. Even passing 20;000 ft. the cabin altitude showed a climb so we determined the aircraft was not capable of maintaining pressurization. We [advised ATC] and requested immediate diversion to ZZZ. Upon leveling off at 10;000 ft. the cabin altitude stabilized and we continued to an uneventful approach and landing at ZZZ.The inability of the air conditioning system to maintain cabin temperature followed by pack failure led to loss of cabin pressurization.I believe this was a critical system component failure which tends to be rare at this company. I do not feel there is an underlying deficiency or problem that needs to be addressed.


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


Synopsis: Captain reported that a pack failure resulted in a loss of pressurization and caused a diversion.