elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
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: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Troubleshooting
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our company flight [Aircraft X] was given instructions to taxi westbound on TWY XX to ACM XY and to contact ground there. The crew deviated from the instructions and transitioned to XZ. By doing so; Aircraft X almost came nose to nose with Aircraft Y which was trying to enter the ramp via XZ. ATC was able to stop Aircraft Y and had Aircraft X join TWY XZ to avoid further issues.




Synopsis: Air Carrier Dispatcher reported a company aircraft committed a taxiway incursion by turning onto the wrong taxiway; coming nose to nose with another aircraft. ATC then resolved the situation.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We finished a student's training lesson in the northeast practice area and returned to the field for a couple of touch and goes. When we touched down and took off a few feet in the air we suddenly experienced a loss of power and RPM which caused the airplane to lose lift. With no more available runway to land straight ahead; I immediately took control of the airplane and executed a shallow left turn to avoid residential housing and performed a soft field landing in the airport clearing area. I shut down and secured the aircraft. No persons was injured and no damage to the aircraft or property.




Synopsis: PA28 flight instructor experiences a loss of engine power after becoming airborne with a student at the controls. The instructor assumes control; but with insufficient runway remaining and insufficient power to climb; an of runway landing ensues with minimal damage and no injuries.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: A321
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: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after starting engines and completing the after start flow we received a call from the aft flight attendants saying there was a strong smell of fuel in the cabin. Almost simultaneously Ground Control called us and said there was a large amount of fluid under the aircraft; making a trail behind us and it appeared to be coming from our plane. We then started the APU back up; shut down both engines and called operations to get towed back to a gate and send the ARFF (Airport Rescue and Firefighting) as a precaution. Passengers were deplaned after returning to gate.




Synopsis: A321 First Officer reported ground gate return due to fuel fumes throughout the cabin during taxi. Simultaneously Ground Control reported large amount of fluid under aircraft.
Date: 201605
Local time of day: 1201-1800
Location: VGT.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: On short final for runway 12R I noticed the wind sock was indicating a direct x wind from the left. As I crossed the numbers I began side slipping for a cross-wind landing. Upon touching down on centerline the aircraft immediately began veering to the right. I applied more left aileron and left rudder. The aircraft continued to move to the right and side loads were increasing. Ultimately the right wheel went off the runway pavement and onto the gravel; for approximately 3 seconds; nearly missing a runway light fixture. As the airplane slowed down I was able to regain complete control and continued on the centerline of the runway. After tie down I inspected the right wheel and the rest of the aircraft and found no damage. Looking back perhaps retracting the flaps completely right after touch down may have helped prevent this incident. Also; I may have been better off requesting a more favorable runway. However; I'd like to note that ATIS and ASOS before takeoff reported winds variable [at] 5 kts. Certainly they were nowhere near that when I landed. On short final I vaguely recall Tower reporting winds 15 kts from 020. Needless to say that they continued using runways 12L [and] 12R afterwards.




Synopsis: C172 Instructor reported a runway excursion during a cross-wind landing and regained control after aircraft slowed down.
Date: 201404
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Situational Awareness; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: On the takeoff roll the nose came up and had to be manually held down with a stab trim of 4 ¼ [ANU]. Heavy nose [down] pressure was needed to accelerate in the climb. After reaching 250 KTS the jet operated normally. An ACARS was sent to Dispatch who said they would look into it. We decided to add 20 KTS to our [Ref speed] as a precaution against an aft CG problem. On descent we were cleared direct TRANN and slow to 210 KTS. As the speed approached 210 with the autopilot engaged the trim started cycling down then up repeatedly; not being able to find center. Even going flaps 1 and then flaps 5 the trim continued to constantly cycle up then down. We turned off the autopilot and hand flew to the runway keeping our 20 KTS addition without further incident.


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


Synopsis: A B737 exhibited characteristics consistent with an excessively aft CG during the takeoff roll and on approach. The flight crew added a precautionary 20 KTS to the landing speeds.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure right engine oil quantity went to zero. Ran QRH procedure; declared emergency; and returned [to departure airport].




Synopsis: MD-82 Captain reported right engine oil quantity went to zero after takeoff. Emergency was declared and flight returned to departure airport.
Date: 201308
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport
Primary problem: Airport

Narrative: Our plane was being serviced at Gate X-XX at BWI. All of a sudden; the plane began to shudder and rock. From my seat; the provisioning truck began to lean like it was about to roll on its right side. The Provisioning Agent; a Flight Attendant and the Passenger Agent commented as to what was going on. I stepped into the forward galley. Through the forward service door I observed another carrier's MD-80 'taxiing on the J-line for Gate X-X directly across from our gate. Once the plane was parked; things calmed down.Apparently the jet blast from the MD-80 blasted the entire ramp area surrounding our jet. The ramp to Gate X-X is sloped uphill. If the MD-80 was single engine and/or fully stopped; the brake away thrust required to move the plane up the J-line is what blasted the entire right side ramp area of my jet. My major concern was for ramp and fueling personnel's safety. I called Ground Control to advise that the jet that just taxied in to Gate X-X almost flipped our provisioning truck over. He immediately said the area was uncontrolled and not his responsibility. Why is a push call and communications with Ground required at all times in the alleyway if uncontrolled? He said he could call State Personnel. I said the company would get it addressed. Called the Chief Pilot on Call and advised him of what just happened. Advised him I would be filing a report in order that Company Safety could get this unsafe condition addressed.




Synopsis: A Medium Large Transport aircraft and a service vehicle; parked at a gate in BWI; were dramatically rocked by jet blast from an MD-80 powering up to enter an uphill approach to another gate.
Date: 201310
Local time of day: 1201-1800
Location: SUS.Airport, MO
Flight conditions: VMC
Light: Daylight
Aircraft: Premier 1
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D SUS
ATC / advisory: Tower SUS
Second aircraft: Helicopter
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While stabilized on final approach for Runway 26L at SUS; approaching 1;000 AGL; a helicopter departing westbound triggered a TCAS RA to 'Monitor;' and then 'Adjust; Vertical Speed.' We acquired the helicopter visually after responding and were able to regain a stabilized approach profile before reaching 500 FT AGL once clear of the helicopter. The helicopter appeared to be no further horizontally from us than the parallel taxiway centerline (Taxiway A) next to Runway 26L; and was within 300 FT vertically.


Second narrative: This is a highly dangerous situation to have departing traffic in the path of arrival traffic to a runway. The helicopters should have to fly a path that keeps them away from arrival traffic or at the very least in the same traffic pattern as the aircraft. The Tower never notified us to be looking for a VFR helicopter in our path as well. The helicopter took off VFR from somewhere near mid-field and was headed eastbound. Normally they are to remain between the parallel runways on their departure. The helicopter stated on the radio that he was not in line with the final. By me having to look down out my side window to see his aircraft I could clearly see that he was less than 500 FT from our path over the ground.


Synopsis: A Hawker Premier on approach to Runway 26 at SUS suffered a NMAC with a helicopter departing east who had been directed to remain clear of final on the active runway.
Date: 202110
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once leveling off at 4;500 ft. MSL in the C-172(S); the rudder stayed at full right deflection. After sending the airplane into maintenance; it was discovered that the rudder spring needed to be replaced.




Synopsis: Pilot reported rudder remained at full deflection right and elected to return to the departure airport. It was discovered by maintenance that the rudder spring required replacement.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: ZZZ1 Center had a positive COVID test from an individual in their building. The decision was made to go ATC-0 in the middle of the afternoon to perform a Level 3 cleaning.  I would completely understand the need to do the cleaning immediately; even if it was a high traffic time; if the individual had started not feeling well during that shift; or during the any shift in the previous 24 hours.  This was not the situation here. The positive test came from an individual that had not been in the building in X days!  Every Controller that had worked in the previous X days already had worked in a potentially contaminated area. There was zero benefit to go down at that time. The decision makers did nothing that was reasonable and responsible in this situation. Reasonable and responsible would have been to wait for a slower traffic period to get the clean accomplished. I had Aircraft X that had been in the air for 15+20 hours. I was forced to route him over an hour [out] of his way which put him in a minimum fuel situation.  We had MedEvac flights; on critical missions that were not allowed to pick up their patients.  I would hate to know how many passengers missed their connecting flights. We put our controllers; pilots; and flying public in an unnecessary unsafe situation.When an individual has not been in the building in the past 24 hours DO NOT CLEAN during a high traffic period.




Synopsis: Center Controller reported an adjacent Center going to ATC Zero due to COVID-19 cleaning and having aircraft that were not allowed on filed routes.
Date: 201302
Local time of day: 0001-0600
Location: PDX.Airport, OR
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground PDX
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: There is limited wing tip clearance because of taxiway convergence at B6 on Taxiway B at PDX. This is an identified hot spot on the movement area. Aircraft are often pushed back from the A gates and partially extend on Taxiway B. ATC uses the intermediate hold line west of B6 to hold aircraft short when one is pushed back from the A gates and wingtip clearance cannot be ensured. Working Ground Control; I taxied a B737 to Runway 28L via B5; B to hold short of B6. The read back was good but the aircraft rolled past the B6 hold line. The aircraft did stop short of the pushed-back aircraft I was protecting. I did a little pilot education on frequency and the pilot stated he did not see/understand that to hold short of B6 meant short of the hold line since it was so far from the actual runway exit B6. So he so rolled past it. This hot spot sees recurring incidents by pilots unfamiliar with this airport. The local pilots are acutely aware of the issue. [I] recommend a verbiage change when instructing aircraft to 'hold short of Bravo Six ' for the wingtip clearance hot spot. 'Hold short of the Bravo Six intermediate hold line' or some such would be a better locally adapted phrase. Recommend the common practice in this country of aircraft switching on their own from Ground Control to Local Control be looked at. In other countries aircraft must receive instructions to leave Ground Control frequency and contact Local Control. In most other communications changes in the NAS you cannot leave the frequency until instructed to do so by ATC; although not between Ground Control and Local Control.




Synopsis: PDX Controller recommended a locally phraseology change when instructing aircraft to 'hold short of Bravo Six;' noting a recent failure of a taxiing aircraft that led to a potential wing tip clearance issue.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Engine start at gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During pushback; I was starting the left engine and the airplane came to a stop. The ramp personnel said something inaudible; but it didn't sound like 'Set brakes.' I was focused on the rising EGT and leaned over to see if the parking brake was set (the EICAS message is inhibited during engine start); but in the dark cockpit I couldn't tell; and I was simultaneously watching the engine EGT approach it's highest point in the start just before cutout. The ramper shouted; 'You're rolling!' and the captain hit the brakes. We stopped instantly and the captain set the brake. I asked the captain if I should standby starting the second engine and he said yes. The captain asked the ramper if everyone was ok. The ramp personnel said everyone was fine; so we continued normally. In retrospect; I should have inquired verbally if the parking brake was set; rather than trying to confirm on my own. The captain later stated that the improper phraseology from the ground personnel in ZZZ contributed to the parking brake not being set.




Synopsis: B757 First Officer reported starting the left engine without verifying the brakes were set which caused an uncommanded aircraft movement.
Date: 202111
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Airspace: Class C SNA
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Ramp
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After landing on Runway 20R at John Wayne Airport; we cleared the runway at Hotel. We were cleared to taxi south on Bravo to our parking spot. While taxiing south; a business jet landed on Runway 20R and cleared at Echo. The biz jet did not stop at Echo; but turned northbound on Bravo in front of me and began taxiing northbound on Bravo as I was taxiing southbound. This caused me to veer off of the taxiway and into the ramp to avoid a collision.




Synopsis: GA pilot reported a ground conflict during taxi to parking.