elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1201-1800
Location: LCQ.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After landing on Runway 28 we taxied to the FBO and refueled the aircraft. After refueling and conducting the pre-flight I contacted the Tower at LCQ and requested permission to taxi to Runway 28. The controller cleared me to taxi to Runway 28 via taxiway A. I failed to stop at the hold short line prior to where Runway 23 crosses Runway 28 and instead made a right turn and taxied directly on to Runway 28. The controller informed me that 'we have a problem.' When I queried him he informed me the clearance was to taxi to Runway 28 but the clearance did not allow me to taxi on to Runway 28. I stopped the aircraft; apologized for my error and asked the controller what he wanted me to do. He instructed me to continue back taxiing to the approach end of Runway 28 and park in the run up area on the north side of the runway. I complied with his request. Subsequent to that and after verifying with me again that I was off Runway 28; he cleared another aircraft to depart on Runway 23. Contributing factors were faded markings for the hold short line and from my perspective confusing signage showing how to get to the end of Runway 28. Runway 28 does not have a taxiway that extends to the end of the runway. Therefore; to make full use of the runway it requires back taxiing. Perhaps if the controller had issued more detailed instructions I would have been better prepared. For example if he had said; 'taxi via Alfa to Runway 28 for intersection departure -- hold short of Runway 28;' I would have been more vigilant. I have learned a great deal from the experience. Moving forward I will study the taxi diagram more carefully in advance and query the controller if I have any questions or if there are any ambiguities about the taxi route or instructions.




Synopsis: Pilot reports receiving a confusing clearance to taxi via Taxiway A to Runway 28 at LCQ. Since taxiway A does not lead to the end of Runway 28 a back taxi is assumed; which is not correct. Faded markings and confusing signage were cited as factors in the incursion.
Date: 201202
Local time of day: 0601-1200
Location: HBV.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: UNICOM HBV
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: We landed normally on Runway 13 and cleared at the departure end onto the sole taxiway.  We began a slow taxi northwest toward the ramp  area for parking.  Approximately 1;200 feet north of the departure end; the PIC slowed the aircraft to a stop to evaluate a small reflective marker on a short metal post positioned just left/west of the taxiway.  The PIC maneuvered the aircraft with caution and vigilance so as to avoid the marker.  Once clear the obstacle; the PIC resumed his attention to our forward progress to the ramp; still very mindful of the rising terrain to the left of  the taxiway.  Within moments of clearing the marker; we felt a slight bump along our taxi path and concluded we had passed across an unseen object on the taxiway itself.  We determined it was appropriate to continue our taxi to the ramp for parking.  Upon post-flight inspection; damage was discovered to an approximate four inch area along the leading edge of the outboard left wing.  Brown scuff marks were observed along either side of this indentation. We coordinated with the sole individual on duty at the airport; the facility operations manager; to go out to inspect the area around the reflective marker.  We discovered damage to a dead scrub bush located approximately 20 feet north of the marker that was consistent with the scuffing and small indentation along our left wingtip area.  Of significance is the fact that there is not any notation on the airport diagram of taxiway restrictions; nor any mention of obstructions/ obstacles within the airport property stated in our Flight Release information.  NOTAM/Regulate HBV for taxiway restrictions: aircraft with wingspans greater than XX feet landing Runway 13 will back-taxi on runway and vacate to the ramp from the north end.  Aircraft vacating Runway 13 at the departure end shall have wingspans less than XX feet.  Remove scrub bush and overgrowth along southwest side of taxiway.




Synopsis: G-V First Officer reports damage to the left wing tip during taxi in after landing on Runway 13 at HBV.  Damage was caused by a dead bush along the taxiway.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Yankee AA1
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Second aircraft: Robinson R22
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Approximately 5 miles from ZZZ; I announced my position and that I would be entering on a 45 for Runway XX. The frequency was very congested with aircraft in the pattern doing touch and go's. I had my ipad with ADSB input loaded and was able to see the traffic. I entered the traffic pattern on the 45 as planned and was #3 in the pattern; and had all traffic in sight. All traffic (to the best of my knowledge) was announcing every change in position as expected. I announced final on XX; at which time I was #1 to land. The helicopter XXXXX was behind me #2 to land. After touch down I rolled out to the taxiway that is at midpoint of the runway. Just as I made the turn on the runway towards the taxiway I looked left and right; when looking left I seen XXXXX make an evasive maneuver approximately 20 degrees nose high. We could see each others teeth is how close of a call this was. It appears to me that the helicopter landed on the Taxiway instead of the runway and then proceeded to do a take off from the taxiway; however I cannot confirm this as it happened behind me. The helicopter flight school that is at ZZZ uses the taxiway as a runway on a normal basis. They have been spoken to by the FAA in the past about this; and had a FAST meeting about this subject. For the most part while doing hovering training; certain instructors will use the grass area on the East side of the field. This keeps them out of the way of all landing and taxiing traffic and works pretty well. Occasionally they will flight train using the taxiway; which has caused numerous problems in the past and present. I see two issues here: 1)	Helicopters using a taxiway as a runway... staying in ground effect up to approximately 50kts before lifting off. This is an accident waiting to happen. 2)	Multiple flight schools at an uncontrolled field doing touch and go's for hours on end. This makes getting into and out of ZZZ as real problem sometimes when 3-4 aircraft are all doing touch & go's. Would like to see touch and go's limited to weekdays only or not at all.




Synopsis: GA pilot reported a critical ground conflict after landing with a helicopter landing on the taxiway.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Cockpit door came open on takeoff. At ZZZ the Captain and I; First Officer; conducted the 'Engine Ground Pneumatic Start with Jet Bridge Attached' checklist. Aircraft had two major MELs of screen Number 4 and the APU unavailable. As conducting the checklist; which is on two different pages in the FOM; switching from the first to the second page is right after the Engine Number 2 has been completely started. The Captain advised the flight attendants to secure and arm the doors that were not already armed per the checklist. The flight deck door closed and continued the checklist. Not having screen Number 4 I looked at screen Number 2 on the Captain's side and check that indeed all doors were closed.Leading up factors were that we arrived at ZZZ with a proposed flight to ZZZ1. That flight was delayed for a late incoming flight from ZZZ1. Not having my MFD screen operating. My first time completing this checklist in the actual plane.I recognize these threats can create errors and will manage them better in the future. Taking our time to complete checklists and it never hurts to reread through a checklist once completed if not as familiar with it.


Second narrative: [Narrative contained no additional information.]


Synopsis: EMB-175 flight crew failed to secure and lock cockpit door prior to takeoff.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Second reporter function: Trainee; Pilot Flying; Single Pilot
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: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: My student and I were conducting a dual pattern flight at ZZZ. We were cleared for the option number 2 for Runway XX. Number 1 was on final and number 3 was student pilot solo who was behind us in the downwind after going around after his first landing attempt. We turned based and then to final being number 1. On about a 3/4-mile final from the runway; the student pilot solo turned base and then proceeded to turn final right in front of us; and slightly below us. My best guess is that he thought he was following number 1 and that he was number 2. At best glance; they were probably 400 feet in front of us; and 200 feet below us on final. I took flight controls; queried Tower and initiated a go around left side. The student landed and was given a phone number to copy down. After we completed our lesson a few laps around the pattern later and taxied off the runway; Tower asked if we were okay with the go around. It was certainly a little close for comfort; but we had enough space to recognize the threat and execute a go around.


Second narrative: Was the 2nd solo flight in my pilot career. I had arrived back into ZZZ traffic pattern into Runway XX. While on downwind; I was cleared by Tower as number 3 and cleared to land on Runway XX. I had identified the traffic in front of me as number 2 without any doubt. I followed that traffic and landed safely. Once I called up ground; I was notified that I had cut off the actual number 2 traffic and that traffic was forced to go around. In reality; I had incorrectly identified the number 1 traffic as number 2 and failed to see any other traffic making me believe I had the correct number 2 in sight.When I am in a congested pattern like ZZZ; I will use my multi function flight display map page and make sure there are no planes I have failed to identify. I will also start counting out traffic to make sure I have accounted for all of them.


Synopsis: GA flight instructor; a student on a solo flight; and the instructor of the solo student reported an NMAC in the traffic pattern during approach.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Confusion; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: I was performing touch and goes at the local airport ZZZ; I was in the landing phase of flight and flaring. A gust of wind came up as my left main hit the runway and bounced. This made the aircraft swerve right and into the grass. The aircraft was not in control when it suddenly turned right. I applied brakes and the aircraft came to a stop and then I turned left back onto the runway. I made my way to the hanger area and inspected the aircraft from front to back and top to bottom. No damage just some grass blades. Prop was not struck and was clean and free of any indication of prop strike.Looking back after a couple of days leads me to believe that I became too slow at touch down which caused the bounce and temporary loss of control. My perception of my speed was incorrect; it was too slow. My personal minimums were considered prior to flight as I always do; and they were in check and I was mentally and physically ready to fly.I am currently scheduled for some recurrent cross wind training with an instructor as of date.




Synopsis: C172 pilot reported cross winds on landing and failed to take proper action; resulting in a runway excursion.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While descending to 16;000 FT from previously assigned altitude; I was giving my announcement to the passengers at the time. After I finished my announcement; I tuned back to COM 1 and heard Captain mentioning incoming traffic while we were in IMC. We leveled at 16;000 FT; approximately a moment later; we spotted traffic in our TCAS and it showed the target coming at us while climbing; roughly -15 on the TCAS and decreasing. Captain said they should be level at 15;000 FT. As we were coming closer to the target; it didn't stop at 15;000; and then TCAS changed from blue to yellow and was showing -8.At that point; Captain immediately had his hands on the controls and was ready to avoid the traffic while we both were monitoring the TCAS. Seconds later; TCAS showed target minus 4 in red that's when we received a TCAS RA; 'Climb'. Captain disengaged the autopilot and climbed as instructed by TCAS. I immediately notified ATC; 'TCAS Climb'; but never got a response nor was given any additional information regarding the traffic. We climbed to FL180 where we were given the clear of conflict from TCAS. About my 4th call to ATC; they finally acknowledged my call; and I told them we were at FL180 and that we could go back down to 16;000 FT. They assigned us 11;000 FT; then 10;000 FT. I asked them what happened; and they gave us a number to call if we wanted a detailed explanation of what happened. We landed at [our destination]; Captain called the number and we were told that the other aircraft didn't level off at his assigned altitude nor did he followed his TCAS RA.It was a near miss; roughly about 400 FT of vertical separation. Without the TCAS; the result would have been catastrophic.




Synopsis: EMB-145XR crew climbed above assigned altitude while responding to TCAS RA.
Date: 201705
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were on approach into SLC; I was the PF and currently hand flying the aircraft to a landing. At about 14.5 NM from the runway at 8500 ft; I noticed a small object appear in the flight path. The object; which appeared to be a drone as it got closer; passed over the top of the aircraft within 100 ft. The Captain notified ATC of what we saw. The approach continued to a normal landing. During the post flight walk around; no visual damage was found. Someone was flying a drone where they were not supposed to be. People need to be better educated on the consequences of flying drones where they should not be.




Synopsis: CRJ-700 First Officer reported a NMAC with a UAV while on approach to SLC.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fuel Leak from panel inside cockpit after takeoff and in initial climb. Suspected coming from a ruptured line to fuel flow gauge. I asked ATC for a return to land. I did not [report this event as] an Emergency however; I was met by the fire department and landed on north runway. Landing was uneventful and was able to taxi under aircraft's own power.




Synopsis: Piper 31 pilot reported returning to the departure airport due to a fuel leak from behind the instrument panel.
Date: 201304
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Microphone
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: This is the third time this has happened. All 3 times I got back into the seat an hour before landing and put my earpiece in and don't see the hand mic hanging on the worktable light so when doing the 90 degree turn into the gate the tiller jammed on top of the mic causing me to put the brakes on; stop; release tiller pressure and remove the mic. What's interesting is that I briefed the crew this scenario 50 hours before. Most pilots hang the hand mic on the window latch or the MAP light so it's in my field of view and I replace it back to proper hook which no one uses because it's out of the way. I made a mistake in not checking and I just realized that if the Relief Pilot in the right seat leaves the mic on that WORKTABLE light it will probably jam on a right tiller turn.




Synopsis: A B777 Captain reported that; on three occasions; relief pilots had hung hand held microphones from the worktable light where they impinged on the nose wheel steering tiller while maneuvering into the gate after landing.