elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Aerobatic
Operator: Personal
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: UNICOM ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Preflight inspection completed. Engine start-up checklist completed including initial brake test.Taxied to run up area using standard tailwheel S turns.Pre take-off checklist completed.Engine run-up to 1900 RPM's with control stick in full aft position.1.	Magneto checks completed.2.	Constant speed propeller cycling began. During the constant speed propeller cycling; the aircraft began to turn to the left abruptly. Suddenly; the nose of the aircraft began tipping forward. The propeller blades impacted the taxiway and engine had a sudden stoppage. Then; the tail of the aircraft came back down on the taxiway.




Synopsis: High performance tailwheel pilot experiences a propeller strike during engine run-up. As the propeller is cycled the aircraft begins turning to the left abruptly and the tail begins to lift. The propeller strikes the taxiway causing engine stoppage.
Date: 201408
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
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: Galley Furnishing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had just finished preparing the cart topper for the main cabin service when my partner walked into the back galley for coffee. She was standing in front of the lavatory door waiting when I pulled the double beverage cart (nearest the waste cart) straight out to place the cart topper on. As soon as the cart cleared the metal separation bar it was if the wheels on the right side collapsed and the cart fell over. We were both completely stunned as neither of us had ever seen a cart behave in that way. It took a few seconds for me to realize that it had landed on the other attendant's foot. As soon as I saw she was profusely bleeding I handed her a pack of napkins and told her to apply pressure that I would be right back. I quickly made my way through the cabin asking for medical personnel. When I returned I retrieved the First Aid Kit and we began to administer first aid; a deadheading crewmember then grabbed the Emergency Medical Kit to retrieve another pair of gloves. I then called the Captain to let her know of the emergency. She called back to advise we would be diverting to a nearby airport and on the ground in the next 10 minutes. The deadheaders helped me get the cart upright and secured. We then got the injured attendant secured in an empty passenger seat. I briefed the dead header on the operation of the doors and he sat in an adjacent seat as blood had puddled in the floor area of the aft jumpseat. I then prepared the cabin for landing. Upon arrival I made an announcement requesting all passengers to remain seated as medical personnel would be coming on board. Once they got the injured attendant off the aircraft I went to the back and disarmed the rear doors.




Synopsis: When the wheels on a galley cart collapsed and crushed the foot of a flight attendant her partner with the assistance of other company employees treated the injury while the flight diverted for medical assistance.
Date: 201510
Local time of day: 0001-0600
Location: IWA.Airport, AZ
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground IWA
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Procedure; Airport
Primary problem: Chart Or Publication

Narrative: I was the PIC and flying pilot for our ferry flight from IWA. We started to taxi out while it was still dark. Our taxi instructions where E to B to G for runway 12R. I have made this taxi several times in the past from the Cessna service center. I expected to taxi straight across the large pad at the end of B and 12R area and hold short of 12R at G. The Jepp taxi diagram was just like [I] had remembered the area looking like. As we taxied on E we came to B taxi way and also saw the G taxiway signs. As I continued straight I saw a large triangle shaped new non-taxi area that is not depicted on taxi diagram to my right. I was just past the turn onto B. Instead of making a hard right 130 turn we asked and were granted permission to taxi via new unmarked unnamed taxi way from the holding pad to G. This taxiway was narrow but still wide enough for our aircraft. Everything else was normal. Update Jepp taxi chart. The chart revision date is 8/14/2015 and according to Google maps there has been construction in this area. I've attached the taxi diagram. I would also attach Jepp plate picture but only one attachment is allowed via asap web site.

Callback: The reporter stated that Taxiway G from the Service Center Ramp is NOTAM'ed Taxiway E permanently. The new no taxi area is across what would be a straight line extension of the new Taxiway E directly to the end of Runway 12R. As it currently exists; from Taxiway E an aircraft turns right onto B; avoiding the closure; then left onto G.



Synopsis: A pilot reported a new 'no taxi' area just beyond the new IWA Taxiway E and where it turns onto Taxiway B. IWA NOTAM 07/040 dated 1507282315 permanently changed the ramp Taxiway to E; but airport diagrams do not reflect changes.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ; Runway XXL. Climbing out got a Rudder Limiter Caution message and Rudder Limiter Fault status message. First Officer was flying and he took the radios; I ran the QRH; at some point I told the First Officer to ask to level at 10;000 feet and vector us; that we were probably returning to ZZZ. Part of the QRH is to land at the nearest suitable airport. Flight attendants called and asked about ten thousand foot chime; told them we had a situation and that we may have to return to ZZZ; would let them know and would brief the passengers when able. Sent an ACARS to Dispatch; told them the problem and that per the QRH we have to land at the nearest suitable airport; ZZZ. Finally got hold of them on RCO frequency and confirmed that we were returning to ZZZ. ATC asked if we were [advising them]; initially I said no but then later when I realized it was a flaps 20 landing; I asked to have CFR standing by as a precaution. Made an announcement to the passengers that we had a fault indication on the flight deck and that we were returning to ZZZ. The First Officer and I set up for the approach; confirmed we were below maximum landing weight; completed the required checklists and advised ATC that we were ready for the approach. They vectored us on to a longer than normal final and we used the automation to fly an ILS approach to Runway XXL. The First Officer made the landing with no more than 400 FPM at touchdown. After clearing the runway; advised ATC that we could taxi to the gate and that CFR was no longer required. Taxied to gate and secured the aircraft.




Synopsis: CRJ-900 Captain reported a rudder limiter system failure; resulting in a return to departure airport.
Date: 201511
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather; Company Policy
Primary problem: Weather

Narrative: I refused the aircraft for an inoperative APU based on enroute terrain considerations as well as forecasted weather conditions in ZZZ1 at the expected time of arrival. The safest course of action was to have an aircraft with an operative APU. At a minimum having either (preferably both) a backup pneumatic and/or electric component provided by the APU is always the safest course of action in any sense.




Synopsis: An A320 pilot refused an aircraft with an inoperative APU because of terrain and weather considerations.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Upon arrival; I was informed by the A Flight Attendant that there was a strong odor in the cabin. We called the paramedics and went to the hospital for further examination.

Callback: A synthetic oil odor was detected during descent. Strongest odor; described as dirty socks; was detected during descent and most strongly in the aft cabin. The entire crew sought medical help with high blood pressure being the primary after effect. An aft Flight Attendant is still off work one month after the event. Maintenance inspected the aircraft and released it for flight the next day. The reporter suspects and engine seal because the odor began during the descent.



Synopsis: An A320 flight crew faintly detected a synthetic oil odor during descent while the flight attendants reported a strong odor in the cabin after landing. Paramedics sent them to a hospital for additional care.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Photo Shoot / Video
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Ramp; Lineman
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X departed ZZZ approximately and almost immediately returned due to low fuel situation. Upon entering the ramp the aircraft was being taxied close to 30 to 40 knots. Upon marshalling the aircraft and giving the command to stop the pilot continued to taxi albeit at a reduced speed disregarding the signal to stop and almost running over and killing me. Pilot was visibly upset and was altogether negligent about the safe operation of the aircraft and preflight check due to not doing a thorough preflight inspection and checking the fuel.




Synopsis: A ramp worker marshaling an aircraft into parking reported the pilot continued taxiing after being signaled to stop and almost running over the reporter.
Date: 202107
Local time of day: 1201-1800
Location: RNO.Tower, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach into Reno we set up for and requested the RNAV RNP Y 16L. ATC denied our request and extended our downwind until we could sight another aircraft to follow on final. With the airport; surrounding terrain; and traffic in sight; we were cleared the visual approach to 16L. Once on final after maneuvering; descending; and configuring; our aircraft ground proximity warning system alerted us of the rolling terrain below which we could also clearly see. We leveled off and even started a climb when the warnings ceased. We then continued our visual approach to an uneventful landing on 16L.Being cleared for an unexpected visual approach while on an extended downwind behind traffic in mountainous terrain at an unfamiliar airport. Perhaps briefing alternative approaches in the event ATC should deny our pre-planned approach.  Exploring and discussing other potential approach possibilities may have helped prepare us for the ATC visual clearance and to possibly avoid the terrain warning.




Synopsis: Air carrier flight crew reported receiving a GPWS alert while flying a visual approach into the RNO airport.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; 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; Procedure
Primary problem: Procedure

Narrative: Flight arrived with a 325 lb. electric wheelchair in the aft cargo compartment. Although the [load plan] did show a 'wheelchair' onboard; there was no notation of the 325 lb. and no HAZMAT information. When we finally removed the wheelchair from the aircraft; we also noticed that the hazard paperwork was not attached.




Synopsis: Ramp personnel reported incomplete HAZMAT documentation during unloading of HAZMAT cargo.
Date: 201912
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: EMB-505 / Phenom 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Second aircraft: Gulfstream Jet Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During climb in smooth air to FL410 at approximately 40;600 the aircraft experienced a violent jolt and right turn with a bank of approximately 40 degrees. The autopilot remained engaged. After about 2 seconds the aircraft returned to the required wings level attitude. I reported severe turbulence to ATC and inquired about traffic in the area. ATC informed us that there was a Gulfstream at FL410 about 7 miles ahead of us. We were assigned FL390 and experienced a smooth flight thereafter. The post-flight inspection by the flight crew did not reveal any apparent damage to the aircraft. Maintenance Control was informed and a write-up in the Aircraft Discrepancy Log was created; reporting severe turbulence in-flight. The event has increased awareness of the potential for significant wake turbulence from aircraft such as the Gulfstream; a type aircraft that prior to this event was not seen as a serious threat by the crew.




Synopsis: EMB-505 Captain reported a possible wake turbulence encounter climbing through FL406 from a Gulfstream cruising at FL410.
Date: 202110
Location: MMU.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D MMU
ATC / advisory: Tower MMU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Other / Unknown; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: Other Takeoff
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Runway 23 at MMU has a temporary displaced threshold due to construction.  Referencing FAA publication Aeronautical Information Manual (AIM) the portion forward of yellow chevrons is defined as part of the TODA (takeoff distance available) measurement and is located behind the landing threshold. We positioned the Transport category aircraft forward of the yellow chevrons and behind the displaced landing threshold for takeoff in order to assure sufficient TODA vs computed BFL (balanced field length). Nowhere in the NOTAM was there reference to TODA being measured in a manner contrary to the depiction in the AIM. The Tower claimed our takeoff was started behind the displaced threshold. We believe that the displaced threshold is only applicable to landings based on the description and illustrations in the AIM and therefore is not applicable to takeoffs. Our takeoff was started at the beginning of the measured TODA as described in the FAA publication.




Synopsis: Small Turbojet Air Taxi Captain reported unknowingly taking off from a portion of the runway that was closed at MMU airport.
Date: 201210
Local time of day: 0001-0600
Location: SMO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: EC135
Flight plan: None
Mission: Passenger
Flight phase: Landing
Airspace: Class D SMO
ATC / advisory: Tower SMO
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [I experienced a] loss of GPS reception to a dual set of GARMIN 430/530 receivers while landing at the helicopter pad [on a building]. When on the pad; the reception page of the GPS units was referenced and zero satellites were acquired and the strength of reception indicators was zero. [I have] been having this problem sporadically in recent months after three years of never having this problem at this location.




Synopsis: Helicopter pilot reports a loss of GPS signal during landing at the helicopter pad. The loss of signal has been occurring sporadically over the last three months with no previous problems detected.
Date: 201811
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: As per the ATIS we were expecting the visual; ILS; or the RNAV RNP to RWY16R. I had briefed the Visual backed up by the ILS. When we checked in with Approach we were told to expect the RNAV 16R. Using good teamwork and CRM we set up said approach. After a few minutes of setup I briefed the RNAV approach; I confirmed IAF CLFFF at 11;000 FT on the FMS and LNAV and VNAV PTH on the FMA but I didn't properly VVM [Verbalize; Verify; Monitor] the rest of the approach on the FMS; As we crossed CLFFF and did not start descending we realized something was not set up properly. At this time we had RWY16R in sight. We realized our oversight and began a turn so as to stay on the course; just as we were going to call the field in sight the controller told us to turn to a heading and descend to 8;000 FT. Shortly thereafter he cleared us for the visual. We landed without incident.




Synopsis: B737 First Officer reported track and altitude deviations occurred on the RNAV RNP Approach to 16R in DEN following an FMC programming error.