elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; First Officer
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 Became Reoriented; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: EGPWS event. Briefed visual approach to runway using RNAV/GPS/waypoints as back up for situational awareness and track presentation. EGPWS operating and displayed on screen. At approximately 12 miles out on final at 3;000 to 3;500 FT; ground proximity warning sounded. Autopilot and autothrottles disconnected and [a] climb to approximately 3;500 FT was performed. No further warnings or alerts apparent. Continued visual approach to landing from approximately 10 miles out and 3;500 FT.Review chart and terrain relief depiction even if familiar with airport. Fly the long way around for DME arc and circle to land from opposite runway.


Second narrative: [No additional information contained in this report].


Synopsis: The crew of a Boeing 757-200 received an EGPWS warning while maneuvering for a visual approach. The pilot flying climbed to a higher and safer altitude until closer to the airport; and continued to an uneventful landing.
Date: 201406
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I have two aircraft descending to land SFO. The first is Aircraft Y who I issued a descent to FL200 and got a good read back and then shipped to NCT for further descent. The second aircraft was Aircraft X also descending for SFO but converging from the right and higher and faster. I saw Aircraft Y leave FL240 and issued Aircraft X a descent to FL240. I then saw Aircraft Y leaving FL227 and issued Aircraft X FL230.My understanding of the rule is that when an aircraft has reported or is visual seen leaving that altitude that altitude can then be assigned to another aircraft. After issuing the descent to Aircraft X there was an overlap of a few seconds when Aircraft Y was at FL221 and Aircraft X had leveled off at FL230. I quoted the traffic and felt confident there was no safety risk.I will in the future allow the aircraft to completely vacate the altitude before issuing a new clearance.




Synopsis: Newly certified ZOA Controller describes situation using the vacated altitude rule; where the Controller decides he will never use this rule again.
Date: 201902
Local time of day: 0601-1200
Location: LAX.Airport, CA
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Equipment / Tooling; Company Policy; Airport
Primary problem: Equipment / Tooling

Narrative: I have noticed several stations struggling with this issue. On this flight I stationed a flight attendant at the jetway to watch for little kids. The gap was about 10 inches. A perfect catastrophe for a little child walking. My First Officer got a mechanic to come up and reposition the jetbridge. Evidently the problem is the sensors on the bumper are set too sensitive and turn off the movement to prevent damaging the plane with a dent. The gate agent does their job; walks away and doesn't realize there is a dangerous gap. It happens too often and now with so many young families traveling it's only a matter of time before a child gets seriously hurt or killed from this known danger.




Synopsis: 757 Captain reported the jetbridge is set to stop too far from the door leaving a large gap that could cause injury to a boarding passenger especially young children.
Date: 202007
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: Tower DFW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Check NOTAMS for DFW during preflight. Had a NOTAM on 17L about a crane and new DA of 1031 HAT 513 with a RVR restriction due to a crane. We kept up with weather and it appeared the weather was staying up to the northwest. On arrival we were told they were going to change runway direction. We were sent into holding setting up for 35s. Approach then told us recleared for the [approach] and we set up for 17L. On approach we asked when aircraft were breaking out. He said 300 ft. AGL. I asked about the NOTAM on the crane. He didn't know about it. My FO (First Officer) checked the Jeppeson NOTAMS which didn't have anything on 17L. We pressed and set up for Cat 3 due to the RVR being now 2000 ft. We landed uneventful. On our next trip; we checked the NOTAMS for 17L again. The NOTAM was still there. I called [safety control] and asked about it. They told me to file [a company safety report]. Need to either delete the NOTAM on 17L or clarify it.




Synopsis: B737 Captain reported an error in current NOTAM.
Date: 201701
Local time of day: 0601-1200
Location: GTU.Airport, TX
Flight conditions: IMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D GTU
ATC / advisory: Tower GTU
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Shooting IFR approach into Georgetown. We had high crosswinds which pushed the plane off course on final and while initiating corrections using the autopilot; the altitude was disengaged and allowed the airplane to descend below the glide slope path. Controller warned of deviation off course of 1 mile and a low altitude alert. I informed him that the plane was working back to the course line and that we were going to just hold altitude. The thinking was that we would hold altitude until we flew back into the glide slope path. As we came closer to the airport we could see the ground through the cloud breaks and we dropped just below the cloud layer and continued the approach.




Synopsis: BE58 pilot reported a track and altitude deviation on approach to GTU that resulted in a low altitude alert from ATC.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Tower ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Previous flight was an RON (Routine Overnight).  Dark aircraft upon crew arrival at the gate.  Started the APU and used it for air and power at gate. After both engines were started and APU bleed was deselected; we began taxi. Within approximately one minute; both the FO (First Officer) and I began smelling a strong 'dirty socks' smell in the cockpit. We deselected both packs and called the inflight to determine if they had smelled it as well. It was confirmed that they had the odor in the cabin as well. We coordinated a gate return for maintenance action.  Company report form completed. This report is being submitted solely because it is recommended: there was no cockpit crew error or deviation.




Synopsis: Air Carrier Captain reported a fume event during taxi. Crew coordinated a gate return for maintenance action.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Lancair ES
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exhaust Turbo Charger
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed IFR and was cleared to climb straight through the bravo without the typical reroute to west.  This turned out to be rather fortuitous.  At approximately 11;000 feet; at full power during my climb to FL190; the engine stuttered; then the power dropped from 100% to about 40%.  I followed the emergency check list - boost pump; switch tanks; etc; but to no avail.  I told ATC I had lost some but not all engine power.  ATC offered me ZZZ.  However; realizing my decision would most likely impede access to the chosen airport until I had landed; I calculated that; given my altitude; I could make it back to my home base even if I lost all engine power.  I requested that and was given a direct route.  I maintained what altitude I could and made an uneventful landing at my departure airport.  Prior to landing; I advised the tower that I still had some engine power and did not need any emergency vehicles.  I was able to taxi under my own power to my hangar.  I immediately removed the cowling.  The A&P from the FBO; which is across from my hangar; came over to help.  He discovered that my right turbocharger had seized.  He referred me to a shop in the valley which does repair exchanges.  I ordered a replacement that day and replaced it [mid week].  I did a successful flight with the new turbo on [toward end of week]; confirming it was the cause of the loss of power.




Synopsis: Lancair pilot; climbing through 11000 feet experiences a sudden loss of power and advises ATC. Clearance is granted direct to the departure airport and with the engine producing partial power is easily achieved. Post flight reveals that the right turbocharger had seized.
Date: 201502
Local time of day: 1801-2400
Location: BWI.Tower, MD
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower BWI
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
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; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was cleared for takeoff; traffic 5 mile final Aircraft Y. Supervisor observes target runway 10 near taxiway G on ASDE-X and I instructed Aircraft X to cancel takeoff clearance and LUAW (Line Up and Wait); due to target. Aircraft X reads back cancel takeoff and LUAW and sees a truck on the runway. Aircraft Y checks in on initial contact 3 mile final. I cancelled Aircraft Y landing clearance and instructed to climb to 2;000 feet and heading of 200. I coordinated with PCT TRACON North Final controller. I observe Aircraft Y is not turning or climbing on the radar and I re-issued climb to 2;000 feet and Aircraft Y delayed read back and questioned to say again. I repeated my instruction and that traffic is on the runway. I observed Aircraft Y in the turn and climb.I should say 'Cancel approach clearance' or 'Go around' and 'Traffic on the runway'. I did not confirm a read back from Aircraft Y.




Synopsis: BWI Tower Controller has an aircraft cleared for takeoff; with another aircraft on 5 mile final. Front Line Manager observes a vehicle on the runway and advises controller. Controller cancels take off clearance and sends traffic on final around.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to the emergency we received the PAX DR OUT HNDL caution message twice in flight which was associated with [a] maintenance write up. Approximately 10-15 minutes later; we received the R BLEED DUCT (warning) message and immediately referenced the QRH. While looking through the QRH an associated BLEED DUCT (caution) message appeared just as the QRH had described. While trying to resolve the BLEED DUCT (caution) message we received the CABIN ALT (caution) message appeared. Shortly after the CABIN ALT (warning) message appeared. We [then] received a CABIN ALT (warning) message [and] immediately donned our oxygen masks and established communications. The First Officer was the pilot flying but transferred the controls to me as the PIC; and he immediately asked ATC for an emergency descent to 10;000 feet. After getting that clearance the PIC flew the plane down as quickly and safely as I could while the First Officer continued to monitor the radios; also made sure that the flight attendants and passengers were okay and were not harmed. We leveled at 10;000 feet and agreed that everything had stabilized so we agreed to stop using oxygen. We agreed that [a nearby alternate] was the nearest airport; we were about 115-120NM (around 20 minutes) away. We requested direct and landed safely; parked at the gate and deplaned passengers normally via main cabin door.


Second narrative: [Report narrative contained no additional information.]


Synopsis: CRJ-700 flight crew reported cabin depressurization related to a pneumatic bleed duct issue led to a diversion.
Date: 201307
Local time of day: 0601-1200
Location: LFPG.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground LFPG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Taxiing out of LFPG our instructions were cleared via A to N turn onto B Then BD14 D to Y3 holding point Runway 09R. The First Officer and I had briefed the route we thought we would use; and then talked about the clearance we received. They were very similar except we would use D instead of B to get to Y3. As we taxied up N we received our weight and balance about that time an A340 under tow pulled on ahead of us; this created a little confusion because we had not heard him receive clearance to enter the taxiway. As we came up to Taxiway B we turned on left onto B. As we did I realized that BD14 was basically straight ahead and no turn was needed onto B taxiway.As I stopped the aircraft and was about to call Ground Control they advised us to hold our position. At that intersection of B and BD14 there is no signage at all. If you come from the other direction on the upper end of that taxiway there [are] painted numbers on the ground; but not from the direction we were coming from. It is very poorly marked! Major cause of this is the poor signage along with a very non-standard taxi clearance. The signage at the intersection of B where it meets with N is good but the lack of signage of BD14 and where it is from that direction is not there; leading to great confusion. Have Paris put signage out or paint on the taxiway with an arrow of where BD14 is. Coming off the runway to the gates it is painted on the north side showing BD14 on Taxiway D. It is not when coming from the south to the east runways.




Synopsis: A330 flight crew reported they were confused by poor signage on taxi out at LFPG.
Date: 201309
Local time of day: 0001-0600
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise flight enroute; when EICAS message fuel imbalance was presented on EICAS message quickly cleared and was followed by FUEL 1 LOW LEVEL; dashes where presented on tank 1 indicator. Message cleared on EICAS then FUEL 2 LOW LEVEL EICAS message presented. That message cleared and we had no fuel level indications (all dashes). At this time we ran fuel low level QRH which directed us to land at the nearest suitable airport. We decided on a nearby airport which was approximately 120 NM away. Fuel flow indications were normal with changes in power settings. We coordinated with Dispatch who also patched Maintenance in; ATC; and briefed the Flight Attendant. We proceeded to the divert airport and landed. Upon landing we coordinated with Dispatch; station Operations and Maintenance.




Synopsis: An EMB-145 EICAS alerted FUEL 1 LOW LEVEL followed by FUEL 2 LOW LEVEL with both systems indicating faults; so after running the QRH and communicating with Dispatch the flight diverted to a nearby airport.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Tires
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Result: Aircraft Aircraft Damaged; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: After landing; aircraft started [a] right [drift]; then back to the left catching the wheel pant causing the wheel pant to wrap up underneath the right tire. It appeared the tire [air pressure] had leaked down during the flight. A ground loop resulted. Aircraft was on roll out and had slowed before the ground loop occurred. Wingtip scraped ground; did not cause any structural damage. Wheel pant was damaged; and rim was damaged. A quartering tailwind may have contributed. Wind sock on the approach end of the runway was showing no wind; but it was reported by a witness that the midfield wind sock showed a 10 knot quartering tailwind. Tower had reported winds light and variable.




Synopsis: Single Pilot reported loss of directional control during landing rollout resulting in a ground loop. A wheel pant was damaged to due to tire air pressure leak.