elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Crosswinds; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: After solo student landed a crosswind gust caused him to swerve airplane off runway onto the grass. [He] bumped a light with wheel pant then veered back onto the runway under control. Student was then instructed to keep applying aileron into the gusty crosswinds after landing.




Synopsis: C172 Instructor Pilot reported his solo student lost directional control in a crosswind landing and veered off the runway.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: PA-30 Twin Comanche
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: The flight was a two stop flight. After a preflight; including fuel sampling; I took off IFR to my first stop. On the way; I used my auxiliary tanks; but switched to the mains for the landing. I landed at the first stop; picked up my friends; and took off. We climbed to 7;000 [FT]. I switched to the right auxiliary; no problem. After about 3 minutes; I switched to the left auxiliary. After a short period; about 15 to 30 seconds; the engine faltered. I immediately switched back to the left main; but could not get the engine going. I reported my loss to Approach; and shut the engine down. I landed uneventfully. I was unable to start the engine on the ground. The mechanics were too busy to look at the plane; so I left the airplane and took a train home. A Mechanic looked at the plane a few days later and said he emptied water from the fuel lines and the engine ran fine. Separate from the above incident; about 35 years ago in this same plane; I was coming back to [a state] and I switched from my tip tank to the auxiliary tank. About 15 minutes later; the engine faltered so I switched to the main and the engine ran fine. Mechanics looked at the plane and told me that the tip/auxiliary solenoid hung up. When I was 'using' the tip tank; I was actually using the auxiliary tank. When I switched at the appropriate time to the auxiliary tank; I inadvertently ran it dry after about 15 minutes. The result of this incident was that the solenoid was replaced.




Synopsis: PA39 pilot experiences engine failure at 7;000 FT due to fuel issues; and is unable to restart the engine. The engine is shut down and the pilot diverted to the nearest suitable airport. Maintenance discovers water in the fuel lines to that engine. A previous fuel issue is also mentioned.
Date: 201307
Local time of day: 1201-1800
Location: FTY.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew; Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: [We were] cleared visual approach into FTY. First Officer said FTY airport straight ahead 2 miles away. I looked at the airport and then started to enter a left downwind heading west for landing runway east. I then realized that I was entering left down wind to Dobbins AFB. I then proceeded to turn south to FTY. Altitude was 3;000 MSL; ATL Control contacted us and said don't go below 3;000 MSL. Our GPWS activated saying terrain; pull up; pull up? We were in visual conditions and had no terrain or obstacles in our flight path? The highest obstacle in the area was 1;800 FT MSL. Not sure why GPWS activated; but I should've confirmed with ATL ATC of correct airport and scaled down INAV mile view to confirm.




Synopsis: A Falcon 2000 Captain; cleared for a visual approach; initially mistook Dobbins AFB for his destination airport and set up for a downwind. When he later altered course to correct the GPWS issued an unexplained Terrain GPWS warning.
Date: 201603
Local time of day: 0601-1200
Location: MROC.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: TRACON MROC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We were reassigned flight to MROC. I had been to MROC two times previously and the First Officer once before. We were expecting the ILS 07 with light winds from the west. Due to terrain east of MROC runway 07 is preferred. There is not a straight in approach for runway 25. Upon check in with COCO approach we were issued a clearance for the ILS 07 circle to land 25. There is a visual approach for runway 25 (Cyrus Visual RWY 25) and it is line selectable as [RNAV 25]. This runway assignment was given with little time to install the approach; get new landing data for the runway; and brief the new approach all while continuing to comply with the altitude constraints of the STAR. This was all done and I briefed that we would expect to be configured for final at EPABE since the turn to final put you on a very short final. After touchdown the ACARS printed out an information report that stated that our average flap setting below 1;000 feet was 14. After looking more closely at the approach I noticed that the altitude from Tomas (on the Fiora STAR) to EPABE was 4;000 feet. The airport elevation at MROC is 3;021. This placed us below 1;000 feet for approximately 20 miles.




Synopsis: A Captain reported that while complying with an ILS circle to land approach clearance at MROC that the aircraft was below 1;000 feet AGL for approximately 20 miles.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 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: Pilot Flying; Captain
Human factors: Distraction; Confusion; Situational Awareness; Time Pressure; Workload
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: The new pre departure / taxi procedures are a giant step back to the bad old days of unsafe taxi outs and we now actually have been given an unsafe taxi scheme after years of steadily safer practices. The goal was to have two sets of eyes out of the cockpit to prevent incursions. The checklist has now been muddied up amazingly so and is nowhere near either intuitive or safe. It seems silly to rebrief an entire departure and list every single value while the captain simply utters 'set' every so often; indicating neither comprehension nor agreement. To bring seasoned first officers to an almost constant 'heads down' condition in the cockpit while maneuvering the aircraft in tight quarters is of questionable value at best. To do the same with new hire first officers is simply dangerous. Between repeated programming changes to the FMC and shuffling through an AMAZING amount of paperwork in the cockpit; this procedure practically screams that it will be WHEN an aircraft takes off wrongly configured or blunders across an active runway; not IF. I hope that we learn our lesson quickly and simply scrap this ill conceived notion of seeking 'efficiency' to the detriment of safety.




Synopsis: A B737 Captain reported that a new pre-departure/taxi procedure resulting in the First Officer being distracted and 'heads down' during taxi.
Date: 202001
Location: ATL.Airport, GA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: B-737 aircraft; Flight Attendant 4 sitting in aft galley for taxi out. While sitting on taxiway; aircraft fuel smell entered aft galley. Did not notify Captain; nothing they can do at that point and they are busy with taxi/takeoff/communication with Tower.Change aircraft filters like [with other aircraft] and not use air through engines to recycle through aircraft.




Synopsis: B737-800 Flight Attendant reported fuel odor while awaiting Takeoff clearance.
Date: 201511
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
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; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After block in; the load crew notified the flight crew that the DG container door was not attached to the can when they opened the smoke curtain. Upon discussion with the First Officer (who had inspected the DG container in [departure station]); he remembered the DG rep attaching the door to the container while he (the FO) was ensuring the Fire Extinguisher hose was correctly attached. No unusual flight conditions enroute; some occasional light turbulence.Avoid rushing during this phase of preflight. Do not leave DG can until witnessing all door locks secure and Fire Extinguisher hose correctly attached.


Second narrative: Prior to exiting aircraft the ground crew brought to our attention that the haz can door was not attached securely and leaning against the aircraft frame. During my [preflight] inspection I noted that the hose was secure and that the ground personnel was lifting the door to put it in place prior to going forward to get the dg paperwork signed by the Captain.


Synopsis: An Airbus wide body Cargo flight crew reported they were advised upon arrival by ground personnel that the dangerous goods door was not properly positioned for their flight.
Date: 202108
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Taxi; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X had maintenance after block out for right pack failed.  Crew and I identified MEL that could be applied as part of the process; but one of the provisions of the MEL was that there could be no dry ice carried on the aircraft.  Aircraft X was carrying over 500kg of dry ice; so no option but to return to the gate to have the dry ice taken off. Maintenance problem with the aircraft.




Synopsis: Air Carrier Dispatcher reported a ground gate return to remove Hazmat cargo due to an MEL restriction prohibiting the transport of Dry Ice with an active MEL.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
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: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight at 26;000 FT; I was the pilot flying. I observed what appeared to be insect debris or bird feces on my Captain forward windshield. At first I did not think anything of it. Another minute passed as I was reviewing my charts for our destination. I looked up again and noticed a crack in the windshield in the top right. I alerted the First Officer to it. At the same time the area I initially thought to be bird or insect debris had started cracking; bubbling increased in size both in length and width. In addition a bright electrical red in color arching occurred and the window began blackening in the affected area. I alerted the First Officer to check the QRH for the cracked windshield procedure. Momentarily after [that] the window shattered causing a loud bang. At that time I instructed the First Officer to contact ATC and ask for the closest suitable airport for landing. The ATC Controller advised it was 60 NM miles. I then declared an emergency and requested direct. I had a Captain deadheading in the cabin. I had the First Officer call the flight attendants and request he come to the interphone. I requested he enter the flight deck as another set of eyes for CRM and assessment purposes. While on the ILS approach to the runway; in VMC conditions [at] approximately 1;500 FT a bird flew in front of the aircraft and slammed into the fuselage just above the nose cone and just below the Captain windshield causing a bird strike. I transferred the controls to the First Officer so that he could make the landing; as my vision through the windshield was impaired. We landed without further incident. Crash Fire Rescue came to the gate to verify everything was OK. I proceeded to contact Dispatch; Maintenance Control; and my Flight Manager so that the company and management were properly notified the incident occurred.




Synopsis: A CRJ-700 Captain windshield failed at FL260 so an emergency was declared and flight diverted to the nearest airport where the First Officer made the landing.
Date: 201605
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Phenom 100
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During cruise flight at approximately XA:05; flight crew noted AHRS 1& 2 fault. The reason for the fault was loss of GPS due to military GPS signal jamming. Crew notified ATC and asked for a new clearance; ATC immediately responded with vectors to the next fix. Crew immediately tuned and identified raw-data (ground-based) NAVAIDs for situational awareness. Signal was improved by XA:36; and all systems were normal at XA:43. At this time; the crew notified ATC and resumed GPS navigation.Although there was no negative outcome from this event; perhaps more inclusive language in the GPS NOTAM would be helpful. Crew reviewed NOTAMs and noted that the Phenom 300 was specifically mentioned.




Synopsis: Embraer Phenom 100 Captain reported the complete loss of GPS signal near BAM VOR which he attributed to military activity in the area. He requested assistance from ATC until reliable navigation aids were established.
Date: 201604
Local time of day: 0601-1200
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 129
Flight phase: Other Maintenance Crew Taxi
Aircraft component: Main Gear Tire
Reporter organization: Contracted Service
Reporter function: Other / Unknown
Human factors: Situational Awareness
Second reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: My partner and I were assigned to move another company's aircraft from one terminal to another. My partner was in the left seat and I was in the right seat. After push back we notified International tower ready to taxi they gave us instructions to move forward on the international ramp and hold short of taxi way and to contact ground. We moved forward to hold line; I called ground and we were given instruction to taxi. We proceeded on our move and after we made the turn on the taxiway; I noticed a status message come up 'Tire Pressure' I switched to the gear page and noticed #12 tire lost pressure. We continued to the gate and found Damage to #12 and #8 sidewalls and replaced tires #8; #11 and #12.Improved situational awareness in the cockpit. Better route via taxiway and light boxes being put flush in the taxiway.


Second narrative: While performing a taxi move of a B777 from one Terminal to another; turning west onto from one taxiway to another; I contacted a taxiway edge light assembly with the right main landing gear causing damage to two tires.I have been ill with cold/flu symptoms for the past five days. I had taken one sick day to rest. I worked a swing shift two nights later. I believe limited sleep the night before the incident and still feeling the effects of mild illness may have played a role in this incident. I was not on cold/flu medication on the day of the incident. Longer rest the night before or not working when still feeling less than 100% due to illness may have helped avoid this incident.


Synopsis: Contract Technician reported the right Main Landing Gear of a B777 contacted taxiway edge lights and damaged three Main Landing Gear tires during a taxi move.
Date: 202112
Local time of day: 1801-2400
Location: JAN.Airport, MS
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Confusion; Communication Breakdown; Physiological - Other; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: After landing on Runway 34L; we exited on Taxiway A2. We entered the ramp directly from A2. As we entered the ramp; the first thing I noticed was how dark the entire ramp area is. In fact; the only light you can see is the illuminated gate number on top of the jetway and the lighted wands of the Ramp Personnel. I never try to approach the J- line with my taxi light illuminated out of courtesy to the Marshal; but I had no choice. I was unable to locate the taxi line. I have never experienced a ramp area that was so poorly lit. This is obviously a Safety concern for many reasons. Install proper ramp lighting to aid Ramp Personnel and Flight Crews.


Second narrative: There is no lighting in Jackson in the Safety Zone. It is very difficult to see if the Safety Zone is clear unless the Captain turns on the taxi and landing lights; which would hindrance the Ground Crew.


Synopsis: Air Carrier Captain reported the ramp area at JAN airport is poorly lighted and it's difficult to find the taxi line without using the aircraft's bright taxi light. The Captain is concerned using the aircraft's light is not safe for the ramp personnel.