elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1801-2400
Location: LEX.Airport, KY
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C LEX
ATC / advisory: Tower LEX
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the Local Controller for the following event. Aircraft X had been cleared to land. As he approached the runway; Aircraft Y called up ready for takeoff. I responded by saying 'Aircraft Y; Lexington tower; roger.' After a minute or so later as I was scanning the runway I noticed that Aircraft Y had begun taxiing on to the runway in front of Aircraft X who was now very short final. I immediately issued go around instructions to Aircraft X to avoid a collision. At the point of go around Aircraft X was less than 100 ft AGL and within 1/8 of a mile of the landing threshold.




Synopsis: Tower Controller sent an aircraft on short final around when they observed another aircraft taxi onto the runway without a clearance.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
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: Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While hand flying airspeed went above VMO. Airspeed went to around 335 knots.Cause - The lack of flying in the past year.




Synopsis: Air Carrier Captain reported over-speeding the aircraft and cited lack of flying as a contributing factor.
Date: 202104
Location: ZZZ.Airport, US
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Mission: Other towing aircraft
Flight phase: Other Towing / Taxiing
ATC / advisory: Ramp ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were towing a 777-300 aircraft from terminal B Gate XX to Gate XY.  We were instructed by ground to proceed northbound on Taxiway Alpha.  At the changeover point (intersection of Taxiway Alpha and Taxiway Kilo) we called Ramp Control.  We were told to hold short of [intersection].  At the same time an aircraft was pushing off of Gate XZ. The ramp agent pushing; pushed the aircraft in the wrong direction. The plane was on the service road therefore the wing was extremely close if not on the main taxiway.  We had to stop the tow prior to [intersection] to avoid a possible incident.  We had to wait for the ramp agent to correct the push.  The Ramp Controller also had told the pilot that she was going to get a Ramp Supervisor down there to see what was going on.  After he was clear of the taxiway; we continued on the main taxiway.




Synopsis: Ground reporter reported ground conflict when towing aircraft.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure
Primary problem: Procedure

Narrative: When I stepped off the aircraft to conduct my preflight briefing I noticed a black roll-aboard suitcase which I recognized from Away luggage commercials. It had a red valet tag and one of the ramp agents was about to load it on the plane. I stopped him and had a closer look at this particular piece of luggage. I discovered that it did have a built-in lithium ion charger hidden under the handle. I spoke to one of the ramp managers and reminded him that it was not allowed to be loaded in the cargo bay. He was unaware that this particular roll-aboard suitcase even had a built-in charger. I brought it to my Captain's attention. To minimize any inconvenience to the customer we were able to store it in the overhead bin. The passenger thanked us for bringing this to his attention and the flight continued without any further issues. The event occurred because the passenger failed to read the fine print in his owner manual. Checking this roll-aboard without first removing the built-in lithium ion battery is a violation of IATA regulations. To remove the battery the user must unzip the interior lining and use the included screwdriver to open the case and slide it out. The screwdriver may not be TSA approved and will probably end up being confiscated at most security screening checkpoints. Our ramp agents should have training on how to spot this type of luggage. However; I worry that there will soon be other competitors that copy this design making it very difficult to spot. I foresee this being a serious safety issue. I hate to think what could happen if a little rain or liquid leaking from a piece of luggage gets inside the battery and causes a short. If our rampers and gate agents can't be trained to spot this type of luggage; I'm going to make the recommendation that this luggage be permanently banned on all flights and that the batteries be removed and confiscated by TSA at all security screening checkpoints.




Synopsis: CRJ-700 First Officer expressed concern that luggage with a built-in Lithium-Ion battery should not be loaded with checked baggage.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Aircraft component: Landing Gear
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Human-Machine Interface
Second reporter function: Trainee; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On takeoff; my student rotated too soon and didn't maintain directional control of the airplane. As the airplane began to drift to the left side of the runway at a minimal height above the ground; I took control. The airplane veered back to the runway and contacted the runway with the gear in the up position. As the propeller repeatedly struck the ground and then suddenly stopped; the aircraft came to a complete stop on the left side of the runway. No injuries were sustained.


Second narrative: Plane rotated airborne slightly before my instructor set it down on the runway and the landing gear retracted or collapsed.


Synopsis: When the Private rated student rotated the PA-46 Malibu prematurely the instructor pilot took control but was unable to prevent the aircraft from settling back onto the runway where they touched down with either the gear up or having collapsed.
Date: 202009
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I was enroute to ZZZ1 from ZZZ; the flight was clear with no clouds and had flight following with Seattle Center. I was beginning to notice that the mountains were being obscure and heard Seattle Center talking to a Medavac flight with a PIREP that a wall of smoke from the ground to 12;000 ft with chop was reported and the pilot confirmed the conditions. I called Seattle Center to ask about ZZZ1 weather and it was report VFR 5+ miles. I climbed up to 10;500 ft to see if the visibility might improve but then I hit this wall of smoke that I just heard about. I was then about 5;000 ft AGL and I could not see the ground. I knew exactly where I was above the ground with the aircraft GPS and my EFB (FlyQ). I quickly notified Seattle Center of my situation and started a slow descent to see if I can see Highway 97. At about 3;000 ft AGL I see Highway 97. I told Seattle Center I know where I was and that I believe the visibility is no more than a mile but I have my bearings and request to divert to ZZZ2 as I know that area quite well. I kept Highway 97 off my left wing and made a bearing to the center line of Klamath Lake. Seattle Center kept in contact and ensure I had my bearings; which I had. Once mid section of Klamath Lake; I believe I had 2 - 3 mile visibility. Seattle Center hand me off to ZZZ2 Tower. I reported I was over [Landmark] and they told me to report 3 miles for Runway XX. I reported 3 miles north of Runway XX with approach lights in sight; ZZZ2 Tower reported that they could not see me but again cleared my to land. Landing was uneventful and on the numbers. NOTE: ZZZ2 was reporting VFR with 5+ miles but I don't think the Klamath Basin area had that kind of visibility. The smoke came in quick; a wall that was from the ground to at least 12;000 ft.




Synopsis: Pilot reported low visibility due to smoke enroute.
Date: 201207
Local time of day: 0601-1200
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Troubleshooting; Workload
Anomaly: Other Dispatch Equipment
Detector: Person Dispatch
Result: General Maintenance Action
Contributing factors: Company Policy; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Crew could not understand what I was saying due to the phone system. Had several phone patches over the shift. All crews could not understand what I was saying. IT had to repair my phone. This is becoming more frequent. This is a serious issue that must be addressed.




Synopsis: A Dispatcher reported phone problems preventing phone patches with flight crews.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person; Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: As part of my regular work schedule I flew a B767 from ZZZ1 to ZZZ and returned to ZZZ1. I later discovered that [company] was not authorized to use ZZZ as a regular airport for a B767. It appears that this does not comply with 14 CFR 121.555.




Synopsis: B767 Captain reported landing at an airport not authorized in company Ops Specs.
Date: 201911
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Weather elements / visibility: Turbulence
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: We were given a climb to 14;000 feet after level off at 6;000 feet where we were in constant light/moderate turbulence. Controller asked us to expedite climb to 14;000 for traffic. I open climb that gave Thrust Climb/Open Climb in the FMA. When aircraft had approximately 1;000 FPM climb; I put thrust levers in FLX/MCT (Maximum Continuous Thrust) to give the aircraft more thrust to expedite. The aircraft with the autopilot on lagged in pitching up to the flight director and airspeed jumped from 250 to 270. I opted for selected speed and put 230 knots to initiate a faster climb rate. Speed was exceeded for approximately 30 seconds.


Second narrative: After departing EWR 22R on the EWR4 SID; we leveled off at 6;000. We were then given an additional climb with the exception to expedite the climb. At this point the; Pilot Flying (Captain) advanced the thrust levers to MCT. The airspeed started to rise above 250 knots; however; the aircraft was very slow to become fully involved in the climb. Momentarily; the airspeed indicated approximately; 270 knots indicated. The Captain allowed the automation to make the proper corrections.


Synopsis: A320 crew reported exceeding 250 knots leaving 6;000 feet during turbulence departing EWR citing inadequate autoflight system response to pilot inputs.
Date: 201911
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A landing incident occurred while landing at ZZZ. Control Tower was closed and two other aircraft were doing instrument approach work ILS's at the airport. The taxiway for Runway 22L was closed for lighting upgrade and numerous vehicles were moving in the median beside the taxiway and several runway turnoffs were closed. I had a right seat passenger asking questions about lighting upgrade on the runway and talking about what a beautiful Sunday afternoon it was. The landing approach was normal and as I started the flare the gear warning horn sounded and I immediately added full power. The aircraft settled and the prop struck the runway and bent approximately 2' on each blade. I made a normal go-around and put the gear down and landed. No damage to the aircraft at all; just bent prop blades that will require a new prop and engine prop strike inspection. The lesson to be learned as a retired airline Captain is that no matter how many thousands of accident and incident free flying hours it only takes a second not staying focused for an incident like this to happen. This event has taught me a valuable lesson that I have already passed along to other members of my family who fly that if you lose your focus for a single moment this is what can happen. All distraction during a critical phase of flight should be eliminated if possible.




Synopsis: PA28 pilot reported failing to extend landing gear resulting in a prop strike.
Date: 201411
Location: PCT.TRACON, VA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather; Human Factors; Procedure; Aircraft; Airspace Structure; Chart Or Publication
Primary problem: Procedure

Narrative: First... I do not believe the people that design these arrivals actually go out and fly them especially with multiple aircraft during real weather conditions and with traffic congestions. There seems to be no constant speeds or descent rates that work on any of the arrivals. They just change constantly. Second... with jet aircraft we have been taught to maintain max speed until 10;000 feet. Below that point everybody has to slow down anyway. So; to slow down early causes a traffic jam. These controllers were trying to avoid the traffic jam by keeping every ones speed up as long as possible. I applaud them for this. BUT; the problem is they should keep us at max speed until the 10;000 feet fix.We were given descend via GIBBZ2 except disregard the speeds on the arrival and maintain Max forward speed until you can maintain 300 knots or better all the way to the MOSLE intersection. MOSLE is posted 11;000 feet and 250 knots. The next intersection is 10;000 feet and 250 knots but only 5.5 miles away. We were able to maintain 320 knots to MOSLE but we had to do what would be equivalent to an emergency descent in order to make the next intersection and be on the altitude and the speed as well. We were able to make it but we had to pull out all the stops in order to do so. We both thought; it was asking just a bit too much on the flight crews to do this. These controllers were trying to avoid the traffic jam by keeping every ones speed up as long as possible. I applaud them for this. ALL!!! arrivals should have us maintain max speed until the 10;000 feet fix and then everything would work out as normal. Also someone needs to come up with a constant descent rate for the arrivals...like a 3 degree glide path like an ILS all the way from the top of the descent until joining the approach path which happens to be a 3 degree glide path in most cases then all you would have to do is adjust your speed with the traffic and this would not only reduce traffic delays but also save tons of fuel.




Synopsis: An air carrier Captain expressed his distress over complex STARs such as the GIBBZ at IAD. The reporter suggests that all arrivals should require 'max' speed to the 10;000 feet fix on a constant three degree vertical descent path and believes this approach would dramatically simplify flight path management; increase efficiency and reduce delays.
Date: 202103
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Other TYPE C500 series
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Began taxi to Runway XX for north departure to ZZZ1.  EMS flight with patient on board.  Applied power and after plane taxied approx 10-15 feet an uncommanded right wheel hard stop occurred which caused a sharp 90 degree turn.  The nose wheel hit a snow bank and the right wing hit a fence post.  Reverse power was applied to move plane back onto taxiway.  No injuries.  Pilot determined that [the] plane was not airworthy and shut down.  Company was contacted. Pilot/airport observers/med crew all concurred that it appeared the right brake was stuck or something impeded the movement of the right tire.  There was no FOD; ice; or snow on the ramp - dry clear pavement.  Wind was 020 at 7 with no gust factor.  Unlimited ceilings and unlimited visibility. OAT 45F. Company contacted FAA and pilot was sent for a DOT post accident [incident] screen. Pilot removed from line duty until results of DOT screen are obtained.  Event occurred at approximately XA:00 on date.  A mechanic was dispatched but then company informed pilot to move plane back off taxiway as no mechanic would be coming that night after all.  Pilot reviewed event in detail and determined that nothing was non-standard as far as flows/checklists/standard procedures regarding start and taxi.




Synopsis: Pilot reported on taxi for departure; the aircraft swerved to the right; becoming uncontrollable.