elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Ice/Rain Protection System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had accomplished the Before Start Checklist as the passengers were boarding and all switches were in the correct position. After the 'A' Flight Attendant completed her Welcome PA; I gave my Welcome PA from the Forward Galley. As I reentered the cockpit to take my seat; I hit my head on the overhead panel; which I am sure many of us have done before. I looked up and did not notice anything out of place. We accomplished the Before Push Checklist and began our push and started engine #2. We only had 10 PSI duct pressure; 15% N2 and no oil pressure. The First Officer even asked if everything was set correctly and we verified the APU was running with its Bleed On and the Packs were off. We recycled the switches and failed to get more duct pressure. We terminated the engine start and referenced the Aborted Engine Start QRH; but it did not provide any useful information for our situation. I called Dispatch and talked to Maintenance Control. He asked about all of the settings on the Air Conditioning panel; which were correct; then asked if everything else was correct; like Wing Anti-Ice. That was the culprit. That small switch was bumped On and neither of us caught it; and there is no light illuminated to tell you it is on. Lesson Learned: you can't start the engines with the Wing Anti-Ice switch on.




Synopsis: B-737 Captain reported inadvertently bumping into and turning on the wing anti-ice switch when reentering the cockpit before engine starts.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
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: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I was returning from seaplane function. I planned a fuel stop at ZZZ. I was lining up for Runway XY about 20 miles out. I contacted the Tower and I was cleared for Runway XX. I realigned for Runway XX. Upon landing on Runway XX I experienced turbulence and told the Tower I was going around so I set up for another pass at Runway XX. In final phase I was cleared to cross Runway XY and I was about 50 ft. above runway I was pushed by turbulence and tall tree environment. The first thought was a stall so I chose to keep it on the ground. I ran off the Runway XX. I brought the aircraft to a safe stop. I proceeded to taxi back to Runway XX. Tower told me to hold. I requested to be allowed to the Maintenance at the end of Runway XX. I proceeded to Maintenance and asked owner to look at the airworthiness of the aircraft. He did a thorough job and I refueled and call Tower and departed to my home field.




Synopsis: Pilot reported turbulence on landing resulting in a runway excursion.
Date: 202104
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While cleared to the initial approach fix for STS; I was vectored 30 degrees right for traffic maneuvering at my eleven o'clock slightly high but erratically. Coincidentally the maneuvering airplane turned in the same direction initially. As we converged my GTN 70 warned me; I then saw the maneuvering airplane slightly above me at about eleven o'clock converging and avoided a potential collision by rapidly descending about 300 or 400 feet until clear when I climbed back to 5;000; all in good VMC. The Controller gave me a number to call about a 'possible deviation'. I called the number and talked with [a Controller]. He wondered why I didn't announce my avoidance maneuver. The reason was the need for an immediate and very rapid descent to avoid a potential collision. I thought the vector unsafe and was going to complain when I got the word to call and did. The key issue in the above seems to me to be who is responsible for traffic avoidance when on an IFR flight. Perhaps the Controller was busy and didn't notice the vector should have changed as I converged. There likely is some latency in the radar depiction. Further; I wonder why the Controller's software didn't supply a warning. Under the relevant FAR I took emergency measures to avoid a possible collision and did. There simply was not enough time to ask first.




Synopsis: GA pilot reported taking evasive action after ATC-assigned heading resulted in close conflict with another aircraft.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Company Operations Manual
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: During my walk around of a MAX 8 aircraft; I noticed that the nose strut was almost fully extended. By the time that I finished my walkaround the aircraft had settled to a much more normal/level state. I have noticed this on several MAX aircraft; as I did on the -800s before we started using the tail stands. This report is just to highlight a concern that I have with the procedure of not using tail stands on the MAX aircraft. I know that with the larger and heavier engines mounted more forward; we have been told that the MAX will not tip onto its tail during loading and unloading at the gate. It has been my experience though that I have seen several of these aircraft with a severely nose high/ tail low stance during loading and unloading. I am concerned that with the perfect conditions we might have a MAX end up on its tail.




Synopsis: First Officer reported observing the nose strut fully extended during loading of a B737-MAX 8 aircraft.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL330 we received a 'L14th Duct' annunciation and master warning. I was Pilot Flying (PF) and stayed in that role while the Captain Pilot Monitoring (PM) worked through the QRH. QRH items were completed; we [notified] ATC and per the QRH told ATC we needed to land at the nearest suitable airport as we were just over it. I started a descent and requested vectors to stay out of possible icing conditions. After all items were completed and confirmed per QRH and policy we were cleared for the approach into ZZZ. At that time the Captain communicated that he would be taking the controls for the approach and landing. The descent; approach and landing were flown without incident or deviation and a safe landing was conducted at ZZZ. There was no aircraft damage or injury to persons. Procedures were worked per QRH and policy and all information was effectively communicated between all crew members; passengers and ATC.Unknown mechanical issue caused problemIncident could not be avoided.




Synopsis: A CRJ-200 First Officer reported a master warning for a ducting problem and diverting.
Date: 201502
Local time of day: 1201-1800
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower CLT
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft X was told to turn left at C10.  I noticed alley was full so told him make sure to clear the hold short line.  If he can't to turn right on Charlie taxiway and double back C11 to the gate.   At C10 numerous aircraft do not clear the hold short lines especially when they can't get in the alley.  Ramp is usually the one that holds them short but not sure what the communication was at that time.Runway 36R has one high speed turn off which is C10.  The aircraft Y's always try to use this one even if they could make one earlier because it is closer to the gates.  Ramp control sometimes holds them out of the ramp because there is no gate or the alley is blocked.  Runway 36R definitely needs more high speed taxi ways.  This would greatly help the clearing of the runway.  Also ramp needs to understand the need for the aircraft to go north on Charlie if they can't get them in.




Synopsis: A CLT (Charlotte) Controller describes situation where Ramp Tower controllers don't have aircraft move to clear the active runway because the alley is blocked.
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While being signaled into the Safety Zone; I noticed another Ramp person jumping onto a tug and racing from the Marshaller position and driving between the two Safety Zone lines of my gate and the adjacent one (left side of my aircraft). He was maintaining position outside of my Safety Zone but did capture my attention as being odd. While still being Marshalled in with lighted wands; this Tug Driver caught my attention again by quickly jumping into out of my Safety Zone while retrieving a set of chocks that were on the ground inside the zone. It was very dark out and I never saw the chocks until I noticed this person scurrying out of the zone with the chocks in hand. I was still being Marshalled in by the lead-in Marshaller with no other warning or stop sign. I would have stopped regardless if I had seen the zone incursion earlier but by the time I saw it; he was no longer a threat. I did go down and point out to the Marshaller that I would have expected to NOT be cleared in or simply given the 'stop' signal in that case. He told me that he did not know the other guy was going to do that and kind of blew me off as it being a non-event. I told him that I relied on him to not clear me in if there were any incursions in the zone and that stopping me is expected in the future. I'm not sure if the Ramper was really clearing the entire zone or just watching me be straight on the line? I was very calm and non-accusatory when speaking with him. I was trying to point out that I placed a lot of trust in him and letting him know that this area has no tolerance for infractions--especially at night. I got the impression he thought I was making a big deal about nothing.




Synopsis: B737 Captain reports a ramp person scurrying into the safety zone to retrieve some unseen chocks while the Marshall continued to wave the reporter forward on the lead in line. The Captain counseled the Marshall that he should have stopped the taxi in until the safety zone was clear.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Night
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I made a call to ZZZ Tower approximately 6.5 miles southwest of the field; no answer. With the Tower appearing to be closed and the runway lights either off or extremely dim; I made a call in the blind for transition northeast bound. I made another call midfield at 1;500 FT. I called clear at 5 NM northeast. Next call was on my #2 radio to a Tower at a field located to the north. He advised me to call ZZZ Tower on the phone. I did; upon landing; and he asked me if I came across the airport. I said yes and made several calls with no response. He asked if I saw a red light gun signal from the Tower. I said no; I didn't. He said OK; no problem; I just have to log it; and there was no traffic at the field anyway so no problem.This was a Night Vision Goggle (NVG) flight and 'Red Lights' are seen as green; just like all the other lights on the ground. I advised ZZZ Tower I thought I may have a radio problem on the #1 radio and I would be coming back his way in about 45 minutes and would give him another call. If I received no response; I would avoid his airspace.  Upon my return flight I attempted to call ZZZ Tower on my #1 radio; no response. I switched to #2 radio to call and he answered loud and clear. I advised my Mechanic upon landing and he replaced the antenna on the #1 radio. Subsequent radio test proved the #1 radio to be operational again. I might suggest not using NVG's over Airports. As all lights are green through the NVG's and in the event of radio failure; light gun signals can not be seen.




Synopsis: After transiting through a Towered Airport's airspace at night; a BH206 pilot subsequently found that the radio in use was inoperative. Pilot noted that the red light gun signal used by the Tower would appear as green when using Night Vision Goggles (NVG).
Date: 201405
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: We were deviating right of course (to the west of course) to avoid a thunderstorm that [was] shown on our radar.  We entered a layer of high cirrus clouds and were IMC with light precipitation (patchy green return) showing on our radar.  With the autopilot engaged we encountered moderate to severe turbulence when suddenly the airspeed became uncontrollable and the aircraft entered the low speed stick shaker.  I disconnected the autopilot and lowered the nose in an attempt to regain airspeed.  The aircraft remained in the low speed stick shaker for 10-20 seconds as we attempted recovery.  When sufficient airspeed was regained we made a controlled climb back to assigned altitude.  The total altitude loss was approximately 700 feet.  ATC was notified of the altitude deviation and the circumstances involved at that time.  ATC told us that they had noticed the altitude deviation; that there were no other aircraft in the vicinity; and there was no loss of separation.  This was an inadvertent encounter with severe turbulence/thunderstorm that did not show on the radar.




Synopsis: A MD-11 encountered moderate to severe turbulence in light cirrus clouds and with a low speed stall warning descended 700 feet then returned to their cleared altitude. ATC was notified.
Date: 201401
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Rain
Aircraft: A320
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Other / Unknown; Ground Excursion Taxiway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: We pushed back from the gate and getting underway was a tedious process due to the severe cold; ineptitude of the ramp personnel; and the usual slow ACARS performance with takeoff data. Due to the horrendous [winter] conditions of the night before we planned to start both engines; let everything warm up slowly; and carefully taxi out due to expected poor braking action on the apron and taxiways. We were cleared to Runway XX via Taxiway XX and X. As we slowly transitioned from the apron to Taxiway XX the aircraft began to skid toward Taxiway X. I tried to arrest the skid by reapplying the brakes and tried to steer the aircraft onto Taxiway X but braking action was NIL and the airplane continued to slide down the slightest incline on XX from the apron to X. The airplane came to a stop at an angle with the nose gear and left main gear in the snow on the left side of Taxiway X. We did not know at the time if we were off the hard surface so we started the APU; shut down the engines; and notified the flight attendants and passengers as to what had just happened. We sent Dispatch a message through ACARS that we slid off the taxiway and he started coordinating with Flight Operations managers and Maintenance with regard to moving the airplane. We also notified Ground and they sent an OPS vehicle to meet us and gave us a discrete frequency to communicate on. The Operations people told us that our nose gear was about two feet into a snow bank with snow up to the axle. He said the left main gear was on the edge of the snow bank and that the aircraft was still on the taxiway surface. He called for a front end loader to remove the snow in front of the aircraft so the tug could pull us back to the gate. The tug pulled us to the gate without further incident.


Second narrative: ATIS reported slippery conditions all taxiways. It was late evening and the temperature was approximately -18C. The Polar Vortex weather conditions that we experienced on arrival the night prior were still present; but there was no precipitation and visibility was good. The pavement appeared patchy ice and dry.


Synopsis: An A320; taxiing for takeoff during extreme winter field conditions lost traction; slid into a snow bank with the nose gear off the hard surface.