elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0001-0600
Location: DFW.Airport, TX
Weather elements / visibility: Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Traffic Management
Human factors: Communication Breakdown; Confusion
Second reporter function: Traffic Management
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: The DFW area had been impacted by a line of thunderstorms all evening. Throughout the evening; TMU was responsible for initiating SWAP's and reroutes for the thunderstorms. There were over 70 diversions due to the airport closing; volume and other weather issues. Airline companies would call the Traffic Management Unit and ask us to remove the flight plan on several flight plans so that they could re-file. The TMC working the NC1 position got a request to remove a flight plan and he asked me to remove it since my position is in front of the KVDT computer. The wrong flight plan was removed and the track disappeared from the MDM working Air Carrier X. The more times you have to communicate an instruction; the more chances there are of miscommunication; especially when complexity and volume are involved. If the airline's Dispatch could remove the flight plan themselves; then that would cut out that chance of miscommunication.


Second narrative: We were much busier than normal with thunderstorms moving across our airspace. While working NC1 I answered the outside line because the shift Supervisor was on another line. It was Dispatch who asked me to remove an aircraft flight plan. I then asked the TMC who was working EC1 to remove the flight plan on the KVDT. The wrong aircraft was removed. Air Carrier X who was climbing westbound ended up being removed. The Dispatcher (Company) should be able to remove the flight plan. Too many things can go wrong when they call us and we have to coordinate with the appropriate Tower; especially when we are that busy.


Synopsis: ZFW Controller described an unsafe condition situation during multiple diversions and flight plan cancellations due to severe weather impacts resulting in the inadvertent removal of active flight plan information and lost Data Blocks.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Ignition/Magneto Switch
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Ramp
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: As I was prepping to go up to practice landings and do a short cross country of about 45 miles each way. I did a thorough preflight; pulled the plane out of the hangar; settled into the cockpit; went through the checklist and attempted to start the engine. The engine would turn to the top of the compression stroke and drop. I then shut everything down and exited the cockpit to turn the engine over by hand a couple times to limber things up. I propped countless planes working at an airport in high school; so I always treat the prop as though the mags are hot.As soon as I heard the mag click I knew something was not right. The engine started immediately. As I got out of the way I tried to figure a way to stop the plane. The left brake has been dragging lately; so the plane veered left as it accelerated. It crossed the taxiway and headed straight for the hangar across from mine.After everything stopped; I got into the cockpit and saw that the mag switch appeared to be in off position. I reached in to remove the key and it clicked as though it had apparently been stopped on top of a detent in the switch and had let the right mag remain hot. I have not attempted to duplicate the problem. I later remembered that back in my line boy days when I propped a lot of planes; the cardinal rule was; unless you are trying to start the plane; do not touch the prop unless the key is in your hand/pocket. If only I had remembered that rule earlier. My forgetting that old rule caused my plane and my ego to suffer badly.




Synopsis: Small aircraft pilot reported that a sudden engine start after rotating the propeller resulted in a loss of control and caused the aircraft to accelerate across a ramp and strike a hangar.
Date: 201212
Location: TPA.Airport, FL
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground TPA
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The taxiway sign at the intersection of [Taxiway] B and [Taxiway] A7 is incorrect. The middle of the sign indicates [Taxiway] A7. The right arrow indicates [Taxiway] A. The left arrow indicates [Taxiway] A also but is in fact [Taxiway] Bravo.

Callback: The reporter indicates that at best this sign is very confusing and most likely was installed in error.



Synopsis: B737 Captain reports a taxiway sign at the intersection of Taxiway's 'B' and 'A7' at TPA is incorrect. The sign shows 'A' to the left and the right; but should show 'B' to the left.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exhaust Pipe
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Time Pressure; Physiological - Other; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After doing a prolonged run up [in] the PA-28 on Runway XX (after having massive avionics upgrades at a shop on the field) we noticed slight elevations in CO (Carbon Monoxide) in the cockpit. 25-40 ppm. My student and I were aware and I said to keep the window open and keep the heat and vents closed (which resolved the issues) and the levels went back down to an acceptable range. After being cleared to depart with a right turn out to the east of the airport the student and I briefed our takeoff and emergency action that would be taken in case of an emergency. A few seconds after rotating I stated feeling symptoms of what I believed to be from the CO. I was going to give the plane to my student so I could open the door for air as he warned me of the sensor reading close to 250 ppm of CO. I got tunnel vision as well and extreme dizziness and headache and told him to open the window; which is in the left side. Fearing we only had seconds before I lost consciousness and that he would be not far behind me I entered into a steep right bank nose lose attitude [received priority] and tried to make it to the intersecting Runway (XX) I was unable to make it to the runway and was able to land on the taxiway. As soon as we stopped I opened the door and then responded to the tower and waited for emergency personnel. A mechanic on the field informed us the next day there was a crack in the exhaust (unsure of the size) in a place I would not have been able to see. I believe my actions were correct both in timing and place of landing.




Synopsis: PA--28 Flight Instructor reported an emergency air return immediately after takeoff due to Carbon Monoxide poisoning resulting in a taxiway landing.
Date: 201306
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute ATC issued the following holding instructions due to weather delays at destination:  Hold at MTO; Southwest on the 245 radial; Left Turns; 20 mile legs; maintain FL310 EFC at 2325Z.  We read back the instructions and ATC acknowledged the readback.  I entered the hold in the FMS and the Captain agreed with the entry.  We were already slowed down to Mach .73 (260 KIAS) when the entry was made and I planned to fly the hold at that speed.  Approaching the holding point I noticed that the FMS had drawn a huge race track pattern with a 23 mile diameter turn.  Upon entering the holding pattern; the airplane started a very shallow (approximately 10 degree) bank to enter the pattern.  I mentioned to the Captain that the pattern did not appear right and he suggested to go to managed speed.  I selected managed speed (about 220 KIAS) but that did not make any difference on the pattern size.  I suggested going to heading and tightening the turn because the pattern still looked too wide to me.  The Captain agreed and I did so.  ATC called our call sign but then said to disregard.  Shortly after that ATC gave us a direct turn to a waypoint on the arrival and we proceeded without further incident. This same scenario occurred over a year ago to me on an A319 and I submitted a report.  It was later determined that a software error was causing the very large racetrack patterns being drawn by the FMS and a memo was created for the Airbus read file regarding the issue.  I believe the software bug is back.  Somebody should properly test this software before it gets put in an airplane.  Airbus FMGS software is full of bugs that should have been corrected a long time ago.




Synopsis: A319 First Officer reports the holding pattern created by his aircraft at FL310 has a 23 NM diameter. The aircraft is slowed from 260 KTS to 220 KTS with no change in the pattern. The flight path is finally tightened up using the heading knob but the depicted pattern remains unchanged.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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 ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: 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 Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While shooting the Visual XX at ZZZ; we received an obstacle alert from the GPWS. We then corrected for the high descent rate and shallow turn and the GPWS warning stopped. GPWS warning of Obstacle. While shooting the Visual XX at ZZZ; we received a GPWS warning due to the high rise buildings that are located at about 3 DME. I attribute this to a high descent rate and delayed turn to continue to follow the river. The FMS was properly programmed with a .3 final. Although briefed that we had to stay over the river the other pilot had not flown the river visual before and was somewhat hesitant to turn. The GPWS gave us a warning of obstacle at which point we decreased descent rate and banked more [to] the left. We were about 1;000 feet at the time of the descent rate. Shallowed descent rate and began turn to the left.




Synopsis: CRJ-700 Captain reported activating GPWS Obstacle alert during during high descent rate during approach.
Date: 201807
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were on a flight to BOS; obtained the ATIS; and briefed the advertised arrival and approach ILS to 4R. During the arrival [we] were assigned the usual revised clearance for a visual to 4L. The surface winds were out of the southeast so departures were using runway 9. On short final; the Tower cleared an Airbus to depart runway 9. At approximately 75 ft.; over the runway we encountered the jet blast of the departing Airbus which generated a left roll that was countered by the flying pilot and continued the landing on 4L.Suggestions: This potential landing threat was not anticipated and can catch crews very unexpectedly. I have since the event; questioned [other air carrier] crews while on layovers in the area; and learned this was a known safety threat for them when operating into BOS; to the point they ask the Tower not to clear an aircraft for takeoff on runway 9 until they are past runway 9.




Synopsis: CE-680 First Officer on short final to BOS Runway 04L reported encountering jet blast from an Airbus departing Runway 09.
Date: 201810
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Altitude Hold/Capture
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Fatigue; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: We were on a RNAV Approach at ZZZZ. We were given vectors and an altitude for the approach. Just before the FAF I checked and the VAPP was armed; but I forgot to deselect the 'ALT SEL' mode. We made the airplane level off at the selected altitude (probably 5000 ft). With this our vertical guidance turned off; so when I noticed it I called for the go around. During the go around I forgot to push the TO/GA button. I've made the required calls for the go around; but the airplane didn't initiate a climb (because the TO/GA haven't been pushed). Because of that the airplane accelerated fast; so the Captain called me to check on the airspeed that was going fast toward the max structural airspeed; that was the time we noticed that the flaps were still at the 10 position. By that time we had oversped the flaps by 47 knots. After that we got vectors to another approach that happened without problems. It was a 3 day pairing that started with PM flights on the first two days and on the last day we had a [early morning] shuttle time. I went to bed; but couldn't fall asleep until passed midnight. I woke up after a bad night of sleep. I had woke up 4 times that night. So I believe fatigue was definitely a factor.




Synopsis: Air carrier First Officer reported an incorrect go-around profile due to failure to arm the approach.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The military recently started flying MQ9 unmanned drones at ZZZ. We were directed by FAA HQ that if the MQ9 exited the Class D surface area we had to file a report. The MQ9 was instructed to go to hold so Local Control could get some departures out. I witnessed the MQ9 exit the class D surface area. I questioned the ATM (Air Traffic Manager) and the FLM (Frontline Manager) about filing a report and was pretty much told not to worry about it. As of right now; the FLM and ATM have not filed a report; which is in direct violation of what FAA HQ has told our facility. I recommend that the military terminate the flying of MQ9's at ZZZ. Every time the military has a COA/LOA with us they violate them; and our management just 'sweeps it under the rug.' Flying the MQ9's at ZZZ puts an inherent risk on others using the national airspace system and to me as a pilot does not seem safe; especially with the amount of commercial traffic at ZZZ.

Callback: Reporter stated that the military signs the COAs and LOAs; but does not follow what is written. Management at the facility does not want any problems with the military; so the military basically does whatever they want. Reporter thinks this is very unsafe and the situation needs to be looked into.



Synopsis: ZZZ Tower Controller reported a military UAV exited the Delta airspace against current agreements between the FAA and military.
Date: 201309
Local time of day: 1201-1800
Location: D21.TRACON, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E D21
ATC / advisory: TRACON D21
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: [I] filed an IFR flight plan for a training flight including SUM to JXN to LFD VORs along V221. DUATS briefing did not indicate an issue with JXN VOR; but it could not be received. Fortunately; LFD VOR was functioning and ATC approved a direct to LFD alternative. If not already fixed; please fix the JXN VOR.Also; LAN and PSI VORs along route were non-operational; as indicated in briefing. Please fix. Lesson learned: VOR infrastructure deteriorating; so consider other navigational options.




Synopsis: C177 pilot reports JXN VOR to be out of service but not NOTAMed.
Date: 201604
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E C90
ATC / advisory: TRACON C90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Two and a half miles east of a OLCYK on the PANGG Arrival; we had a drone pass at 200 feet above us and 500-1000 feet lateral. We reported drone to ATC. We did not need to take any evasive maneuvers.


Second narrative: We told ATC; Dispatch and the Chief Pilot on Call. ATC gave us a phone number and we called them.


Synopsis: B737 Captain reported a drone encounter near OLCYK on the PANGG3 Arrival to MDW.