elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Location: ZZZ.Airport, US
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Flight phase: Parked
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: During a run up of the aircraft; the pilot felt a buzz in the tail rotor pedals. Upon inspection; another mechanic noticed that the taper of the tail rotor output shaft was showing. Upon disassembly; the mechanic noticed that the anti-rotation key was not engaged properly into the tail rotor yoke keyway. Weeks before this discovery; I was working on the T inspection and RII'd (Required Inspection Item) the installation of the tail rotor yoke onto the aircraft. I did not witness the yoke being installed; but verified torque wrench settings and nut torqueing. [Name] mentioned part of the taper showing but it never entered my mind that it wouldn't be in the keyway. [Name] continued the installation of the tail rotor after we discussed it- with the amount of torque applied to a properly installed yoke; there is no way it wouldn't seat properly. I performed all the ground runs with the Native-1 pilot and the tail rotor was within tolerance after 3-4 runs. During Maintenance flights; there was no indication given by the pilot that tail rotor authority was diminished and all flights were completed with no issues. NOTE- I was not able to submit with [name] added to the additional employees section. It asked for duty selected even when the block was filled out. [Name]; employee # XXXXX; duty was mechanic. During reinstallation of the yoke the old retaining washer is used; the torque is broken; the bolt and old washer removed; and new washer is installed for final torque. I witnessed the final torque but should have been there for both; along with removal of the old retaining washer and installation of the new one.




Synopsis: Mechanic working on AS-350 noted the anti-rotation key did not engaged properly into tail rotor yoke keyway.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach; Final Approach
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Beechcraft Twin Turboprop or Jet Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Situational Awareness; Workload
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After ILS X approach with CFII Observer; near miss with King Air on visual approach to [Runway] XY. Prior to FAF; CFII asking questions over radio transmissions so I turned down radio 2 to hear. Distraction on final caused me to not turn radio 2 back up; so was transmitting on UNICOM position and intent but not hearing others.




Synopsis: Single Engine Pilot reported a NMAC on final approach while executing an ILS. The pilot had turned a radio volume down due to its distraction in the cockpit. The radio was later determined to be the receiver needed for airport traffic. The other aircraft was landing in the opposite direction.
Date: 201712
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
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed; at about 800 ft I noticed that I couldn't trim the aircraft nose up but nose down was working. I continued to hand fly and my FO (First Officer) ran the QRH. We called dispatch; tried on VHF with no luck and then HF. Got a patch with dispatch and [Maintenance Control]. [Maintenance Control] said follow the QRH; as we did. I advised the lead flight attendant of our situation. [Advised ATC] as a precaution and requested to have the emergency equipment standing by. Landed runway XX; flaps 15 everything was normal; taxied to the gate.




Synopsis: B737 Captain reported the elevator trim only worked in the pitch down direction.
Date: 201903
Local time of day: 1201-1800
Location: HTS.Airport, WV
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C HTS
ATC / advisory: Tower HTS
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: HTS Huntington; WV Runway 30 PAPI (Precision Approach Path Indicator) is providing wrong glide path indication. The second light from the runway is out of adjustment and indicating (from left to right while on the approach to Runway 30) White White Red White or the other way around. It was probably struck by tractor during the most recent mowing.




Synopsis: Corporate pilot reported the PAPI for Runway 30 at HTS airport has been providing incorrect glidepath depiction.
Date: 201310
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: strong and gusting winds
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Result: General None Reported / Taken
Contributing factors: Weather; Airport
Primary problem: Weather

Narrative: Due to strong and gusting wind; [I] departed from the taxiway instead of the crosswind runway. Runway 16/34 was closed and the taxiway was into the wind. The wind was approx 15-21 KTS out of 180. The crosswind runway is 24/6. I taxied approximately 1;000 FT down the taxiway; stated my intentions on Unicom; checked for traffic and obstacles and then departed with no problems. The only other traffic at the airport was on the ramp 1;800 FT behind me; starting up his plane.




Synopsis: The pilot of a C180 elected to depart from the taxiway rather than a crosswind runway since the runway aligned with the prevailing wind was closed.
Date: 201304
Local time of day: 1801-2400
Location: MFE.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MFE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Aircraft; Procedure
Primary problem: Chart Or Publication

Narrative: We had an uneventful descent; approach and landing on Runway 13 at MFE. The First Officer briefed and flew an excellent ILS in visual conditions. Upon landing and transferring aircraft control; Tower told us to take any available left turn and we both looked at what we thought was Runway 18/36 and began a left turn off the runway. The further we proceeded into the turn; we both realized almost simultaneously that we were not turning on to Runway 36 but rather it was Taxiway C. I stopped the aircraft to assess the situation for sure and at that point still had most of the aircraft on the runway. There was also aircraft behind us for landing. We decided the turn had gone too far to reverse and in my judgment I could safely exit the runway. We taxied to the gate without further incident. An analysis of the Runway 18/36 and Taxiway C in terms of their close proximity to each other may warrant being depicted as a hot spot.




Synopsis: An Air Carrier crew exited MFE Runway 13 onto Runway 18/36 believing that they were exiting on Taxiway C.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Human-Machine Interface; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; 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
Primary problem: Human Factors

Narrative: I was preparing to land on Runway 5. Because the winds were calm and because my location was to the southeast of the airport. I planned a straight in approach. My radio frequency was 123.025; but the correct Unicom frequency is 125.075. Before and after making announcements of my intention to land; I did not hear any traffic (on the wrong frequency); so I incorrectly assumed that there was none. At approximately 400 feet AGL on final I saw a light jet coming toward me on the ground just after touching down on Runway 23. I quickly started a pull up and turn to the right and proceeded to a wide downwind for Runway 23.At that point I realized my error in radio frequency; I changed to the correct frequency and made a normal uneventful landing on Runway 23.I realize now that straight in approaches require an extra degree of caution in determining any conflicting traffic.




Synopsis: The pilot of a Vans RV reported that she encountered a near miss due to communicating on the wrong frequency at a non-tower airport.
Date: 202101
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The flight was normal until we had almost reached our gate in Chicago. We were parking [Gate]; and we were taxiing clockwise on Taxiway A. We were passing A12; A11; A10; and then right before we reached A9; a baggage cart driver with 4 baggage carts in tow drove out right in front of us; from a service road on the left hand side of the aircraft. They cut in front of us maybe 15 feet in front of the aircraft. We had to slam on the brakes in order to not hit them. We saw them as they were leaving the road; and if we had not taken action it would have been an accident. This happened right at XA:05. The baggage cart driver drove west to east; up the XX gates; and then turned up and followed alongside Taxilane B up the XY gates going north; until I couldn't follow them anymore. Obviously this was a major safety hazard. Both the Captain and myself said it was the closest we had ever come to hitting anything on the ground.




Synopsis: Air carrier First Officer reporter that during taxi to the gate a baggage cart drove directly in front of them requiring the crew to slam on the brakes to avoid a collision.
Date: 201203
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Distraction; Physiological - Other; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We saw a small Cessna sized GA plane approaching us from the south. Just as ATC was advising us of the plane; we got a TA followed immediately by an RA to climb. I clicked off the autopilot and tried to follow the TCAS advisory on the PFD but was unable to see the advisory because of sun glare off my white uniform shirt reflecting a very bright setting sun. The glare in the PFD was so bright I could not make out the Vertical Speed Red Advisory indication so I simply pulled back to effect a climb and disconnected the autothrottles and added power. My First Officer communicated with ATC that we were in a TCAS climb. We were soon clear of conflict but I still was unable to clearly see my PFD and as we started the recovery; the plane dipped below and crossing altitude for ESDEE by 400 FT.




Synopsis: An air carrier Captain flying a PHX arrival into the sun followed a TCAS RA climb; but because of his white shirt's glare in the PFD; was unable to see the Vertical Speed TCAS advisory and so executed an escape maneuver to assure separation.
Date: 201404
Local time of day: 1201-1800
Location: FRG.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class D FRG
ATC / advisory: Tower FRG
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Time Pressure; Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Student and I were 7 miles to the southwest of FRG returning to land at FRG. We obtained the ATIS and made initial contact to the tower. Local controller gave us instructions to enter on the right downwind for runway 14. We we're proceeding inbound and heard a twin [aircraft] over Jones Beach reporting to make the same entry for the right downwind for 14. There were about 8 other aircraft in the pattern and touch and go operations were ceased. We are on the 45 entry to the right downwind at 1;100 feet and 90-95 knots; as we were entering on the right downwind for 14; the twin [aircraft] had over flown us with gear and flaps deployed and still descending. I immediately took flight controls from my student and proceeded to make a descending left turn to avoid the twin [aircraft] and fly away from the downwind. After maneuvering to avoid the twin [aircraft]; I reported the incident to the Local controller. The Local controller instructed the twin [aircraft] to maintain 1;600 feet. I was able to rejoin the downwind and carried on with the flight and landing. The contributing factor that led up to this incident I think is the failure of the twin [aircraft] pilot to maintain visual separation and failed to utilize the 'See and Avoid' technique as well as failure to slow down in the traffic pattern environment.




Synopsis: An instructor pilot reported taking evasive action during a near miss with another aircraft while entering FRG right downwind for Runway 14 with both aircraft in contact with FRG ATC.
Date: 201906
Local time of day: 0601-1200
Location: EWR.Tower, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Aircraft

Narrative: On final approach in visual conditions to Runway 4R at EWR; the [Relief Pilot] called out sighting a drone at our 10 o'clock position at our altitude. I acquired the drone visually and while no evasive action was necessary; I was surprised by how close it was to us. Our position was a 3 mile final for Runway 4R at 1;000 [feet] AGL. I would estimate that the drone was about 500 to 1000 ft. off our left wing on the extended runway centerline for Runway 4L. It appeared to be hovering in position and was not changing altitude. It was white in color; and appeared to have 4 propellers. We reported the sighting to EWR Tower. After parking; I was met by two Airport Police officers who asked me to describe the sighting for their report.




Synopsis: Airline Captain reported sighting a drone 500-1;000 feet away while on visual approach to Newark.
Date: 202106
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Second aircraft: B737 MAX Series Undifferentiated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Procedure

Narrative: We arrived into the alley inbound to gate XXB to find [another] aircraft (737) stopped whilst approaching XXA. Ramp attempted to contact crew to direct a tow-in. The aircraft did not reply; and taxied in. I realized later that it was a MAX aircraft; with new Leap engines that allow for taxi at idle power in all but extremely heavy gross weights. I stopped to allow for the gaining of momentum as XXB gate is poorly designed with significant uphill slope. A swarm of service vehicles approaching XXA did not pay attention to marshaling crew at XXB trying to clear our path. So we lost momentum approaching gate and had to stop almost abeam gate. When it appeared that the gate area was clear; we had no lead Marshaller guiding us in. [I then] realized that the parking guidance system was on; but due to the positioning of the gate it was obscured. While still parallel to the gate; we goosed the power for momentum; went to idle; and just made it up the hill. It really should not be that hard to get into a gate.There were many issues. The SOP speaks to aircraft stopping and needing a tow-in; but what if it is a MAX that is at idle and can move at idle thrust? Additionally; training ramp personnel should include a lesson on situational awareness. [There have been] countless approaches to a gate blocked by vehicles which; in a hurry to service an aircraft; block gate access for other aircraft whilst paying no attention to marshallers. And finally; gate XXB has added a parking guidance system you cannot see until you are almost abeam the gate and committed. How does one know to approach?




Synopsis: B737 Captain reported communication issues with marshallers and ground conflict with vehicles not yielding to the aircraft which complicated the gate arrival.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: When we were climbing out; I overheard that many different aircraft were leveling off early when they were unable to climb to their requested final. Both me and the captain looked at the FMS and saw in the climb the temperature was between ISA+15 and ISA+25. This caused us to burn through a lot of our extra fuel and even through we took off about 900 pounds over Min Fuel; between this and the Speed Restrictions going into ZZZ and the 45 mile downwind we had in ZZZ (I saw ZZZ1 out the window we were that far out) we landed just under our reserve fuel. The atmospheric conditions and ATC constraints made us burn through about 2;000 more pounds than we originally planned. The flight was never in jeopardy and we discussed that if there was any reason we were pulled off the approach or went around; we would immediately declare Min Fuel; but it was just a combination of many different things that led to such high fuel consumption.




Synopsis: A CRJ-900 First Officer reported a fuel burn of approximately 2;000 pounds over planned because climb temperatures were between ISA+15 and ISA+25 coupled with ATC delays.