elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Night
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower BWI
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport
Primary problem: Airport

Narrative: After I had taxied out of the ramp; I joined the taxi line and contacted Ground Control for taxi instructions. The Controller advised me to standby; so I continued taxiing through the uncontrolled area of the ramp. After I had made a 90 degree left turn; the Ground Controller gave me my taxi instructions. As this was happening; I noticed a tug pulling up to the gate to the right of the taxi centerline. I continued my taxi while I was reading back the instructions from the Controller. While I was doing this; the tug pulled past the security gate; and I noticed the brake lights illuminated by reflection from the luggage cart it was towing. I was moving rather slowly at this point; since most of my forward momentum had been used in the 90 degree turn. Still; I slowed down and rode the brakes until I saw the brake light reflection; and released the brakes. While I was near the end of my readback of taxi instructions; the tug accelerated right in front of me; necessitating my emergency application of the brakes. I interrupted my readback; and attempted to turn my landing lights and strobes on; but was only able to get one landing light on before the tug crossed my path. When the aircraft stopped; the propeller was approximately on the vehicle roadway edge line. When I stopped the aircraft; the tug was approximately 3 feet away from the propeller of the aircraft. The driver looked directly at me/the aircraft and kept traveling from my right to left. I then re-verified my taxi instructions and completed the rest of the flight uneventfully.The uncontrolled area of Baltimore airport is dangerous due to vehicle drivers not yielding to aircraft. This type of incident occurs on a regular basis and apparently with different types of aircraft and different pilots. It is truly unknown to me why someone would intentionally come within a few feet of the propeller of an aircraft just so they do not have to wait two seconds for an aircraft to pass by.




Synopsis: A C-208 pilot reported a near collision with a ground vehicle as he was transiting the ramp obtaining a taxi clearance from Ground Control.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Gear Down Lock
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Gear collapsed during takeoff; due to gear lock disengaging while bouncing on the runway. Found out later that retaining spring to keep lock engaged was missing. This spring is not on annual nor on preflight check list. Strongly recommend to add on both list and check function on regular basis.




Synopsis: Experimental aircraft pilot reported a gear collapse on takeoff due to a faulty gear lock spring.
Date: 201708
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Aircraft: Medium Large Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Reporter organization: Government
Reporter function: Handoff / Assist; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings; Equipment / Tooling
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working the handoff position at the sector. There was a lot of weather deviations and route closures. Aircraft X had a flight plan which took them backwards. The pilot did not question the route and I did not catch the fact that the routing took them backwards. Aircraft X was coordinated with the adjacent sector who also did not catch that the routing would take this flight backwards. ATOP probed the flight as if he was going reverse course at a fix. The flight did not reverse course and came together with another flight at 41000 feet.ATOP should have a logic check when a flight reverses course like this. Also the pilot didn't fly flight plan.




Synopsis: ZNY Center Controller reported the flight plan processing software did not detect that an aircraft filed a route which reversed course at a fix.
Date: 201305
Local time of day: 0001-0600
Location: SKED.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center SKED
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: A portion of our route included VVC UB689 BOG UG447 SPP. This route overflies high terrain with mountain peaks exceeding 13;300 feet. The Planning guide; South America Region section; does not include a Terrain Critical Depressurization Procedure for this route. Approaching VVC; we contacted Dispatch and asked if the procedure may be located in another section of the guide. While waiting on the answer from Dispatch; we considered a course change including a course reversal. Dispatch [could not suggest any specific publications that covered this route.] We proceeded on our dispatched and cleared route with great caution. We discussed contingency plans for possible mechanical failures requiring a descent.


Second narrative: No additional information provided.


Synopsis: B767 flight crew discovers enroute that there is no pre planned escape route in their manuals for loss of pressurization over high terrain along their route in South America.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reverser Cascade
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All checks completed all normal. Took off and at approximately 500 FT AGL had the red THRUST REVERSER UNLOCK light come on and the auto checklist came up for the right engine. We declared an emergency followed the checklist and returned to the departure airport with the unlock light still illuminated. We returned without incident and landed as instructed by the checklist.




Synopsis: A GIV aircraft's right engine red THRUST REVERSER UNLOCK light illuminated after takeoff; so the auto checklist was completed; an emergency declared and the flight returned to the departure airport.
Date: 201711
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: [B737-800] was instructed to push to spot X. Prior to that another 737-800 was instructed to push to spot YY which is just in front of spot X on the north side of ZZZ Airport. There was no aircraft coming in which would give a reason to leave spot Z and spot YZ open. The push crew for [the first aircraft] had to stand in the jet blast of [the second flight] as they disconnected the tow bar. Even if there was an operational need this is still not safe. I believe that spots YZ and YY were put there for wide body aircraft and not for Control to use randomly. This is not the first time this has happened.




Synopsis: Air carrier ramp employee reported the push back crew for a B737-800 was subjected to jet blast from another B737-800 when the two aircraft were directed to adjacent ramp spots. Reporter suggested Ramp Control should give more consideration to ramp safety when they assign ramp spots for push back and tow bar disconnect operations.
Date: 201602
Local time of day: 1201-1800
Location: PWK.Airport, IL
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E C90
ATC / advisory: Tower PWK
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Second reporter function: Pilot Not Flying; Check Pilot
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Reporting aircraft was returning to PWK. Traffic at 12 and several miles was seen on the TCAS. We were monitoring PWK Tower at the time of the incident. External lights were on. Right front seat passenger acknowledged traffic; PIC was not able to see it until it was within 5 miles. Conflicting aircraft was against darkening overcast. PIC saw the conflicting and a few seconds later; rear seat passenger said to pull up and turn to the right. Conflicting traffic passed below and to the right of the reporting aircraft. Listening to Chicago TRACON would have been helpful in avoiding the incident.


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


Synopsis: GA pilot near PWK performed evasive climb to avoid traffic. Traffic was shown on TCAS display.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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: Distraction; Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Climbing out of ZZZ on the ZZZZZ TWO on our flight plan.  After a short delay ATC cleared us direct to the ZZZZZ1 Intersection followed by the ZZZZZ2 and ZZZZZ3 intersections which are on the ZZZZZ2 THREE departure.During the departure briefing both the FO identified our lack of recency experience as a threat. When the clearance was sent to the FMC with the new routing the FO was not aware of the LOAD FMC prompt so the new routing was never loaded. When I reviewed the print out of the PDC clearance I remember being confused by the clearance.I should of voiced my concern to the FO when I did not understand the clearance. Unfortunately; I got distracted and never resolved the discrepancy. There's no substitute for diligence when it comes to the route check.




Synopsis: Air carrier Captain reported a track heading deviation.  Captain stated when the clearance was sent to the FMC with the new routing the FO was not aware of the LOAD FMC prompt so the new routing was never loaded.
Date: 201412
Local time of day: 0601-1200
Location: PHL.Airport, PA
Aircraft: No Aircraft
Flight phase: Other Preflight planning
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: PHILADELPHIA NINE departure.  PDC states 'Cleared PHL9 departure climb via SID' (no altitude given). Nowhere on the PHL9 10-3 page is there any indication of the altitude limit. To find it one has to go to the 10-3-1 procedure text page. Also; nowhere on the Graphics page does it say to reference Text page for altitude information. This runs contrary to almost every other SID and as such makes it an easy thing to miss or forget.How hard is it to put the 'Maintain ____ or assigned altitude' on the same page as the graphic? If this departure had been assigned at the last minute prior to take-off the required altitude would have been difficult to find as it is on a separate page that has to be called up on an iPad that is slow to render the Jeppesen graphics. I feel this has potential for loss of situational awareness given the right circumstances.




Synopsis: Pilot reported the PHL 9 Departure altitude limit was not printed on departure page; requiring bringing up another IPad page to find the altitude. Reporter feels there is potential for loss of situational awareness.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: We planned 26K Bleeds Off Takeoff due to Right Pack Inop and per MEL we applied Engine Bleed Off Takeoff or Landing with the APU Operating procedure.  Cleared for takeoff on XXR. At 40% N1 CA TOGA. Both Engines advanced. Engine #2 achieved takeoff thrust of 100.8 N1. Engine #1 stagnated at 85.0 N1. Auto-throttles were on. I pushed on the #1 throttle lever to get a response; but engine stayed stagnated. I was not sure if it was an engine failure or bird strike; so I commanded PF to Reject. We Rejected below 80 knots. Announced Reject with Tower and they directed us to exit first available taxiway. We decided since we were not sure of the nature of the problem; it would be prudent to taxi back to gate and let maintenance troubleshoot the problem.A cascading effect of maintenance issues:  During pre-flight the ground crew pulled the external power without our concurrence which caused a power interruption. Had to rebuild/recover several pre-flight items. Five minutes prior to pushback right PACK light illuminated. Could not reset. Maintenance MELed right pack. During pushback/engine start we could not get N2 rotation on #2 engine with Engine Start switch in GND and Start Valve Open light illuminated. Isolation Valve switch was in the Open position. We made several attempts; but each time we moved the Engine Start switch to GND the Isolation Valve would close; and we would lose right duct pressure. We decided to return to the gate via tug and made a logbook write-up. Maintenance fixed the problem and we pushed off the gate for a second time. The low speed reject was the subsequent event.First; more vigilance/coordination from ground crew prior to pulling external power. Second; local ZZZ maintenance mentioned the plane had been sitting idle for more than 60 days. I cannot verify this information. Maybe more Maintenance pre-flight or systems tests if aircraft has been sitting idle for an extended period?




Synopsis: Air Carrier Captain reported a rejected takeoff due to mechanical issues with an aircraft that had been sitting for a couple of months.
Date: 202104
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZ; Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were landing at ZZZ at XA40 local time after the tower has closed. We requested ILS [Runway] XX and were cleared for the approach from ZZZ Center. Outside the FAF we were switched to advisory freq; the FO made an initial call of an 8 mile final for the runway and adjusted the PCL (Pilot Controlled Lighting). Inside the FAF the FO made another radio call of short final to the runway.  We landed normal and about 90 KTS I saw head lights on Taxiway 1 where I planned to exit; so I decided to roll to the next one. When the FO called 60 that['s when] we saw the truck was crossing the hold short line. I immediately applied full brakes and redeployed and used max reverse as we were only within a few hundred feet. The truck stopped on the runway when the driver heard our reversers; they were almost to the centerline when they stopped. We stopped about one and a half runway stripes from the truck which then reversed off the runway and we continued to our gate.Only thing that might better safety is sharing this experience with other crews for landing at untowered fields.




Synopsis: Air carrier Captain reported a ground conflict with a vehicle that had crossed the runway hold short lines during their landing roll requiring the Captain to immediately apply full brakes and thrust reversers.
Date: 201905
Local time of day: 0001-0600
Location: ZLC.ARTCC, UT
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Instructor; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: The aircraft was planning the RNAV Approach. We had just split the sector and there was confusion as to which frequency the aircraft was on. The aircraft was close to the Initial Approach Fix and asked for lower. We assigned 9;000 feet and turned them 30 degrees right to give an appropriate intercept angle. We left the aircraft on the heading just a minute too long. We climbed the aircraft to 10;000 feet for terrain and turned them back to the fix; but while the aircraft was turning they got into a 10;000 feet terrain box while at 9;500 feet.  A low altitude alert was then issued. On the job training was in progress.




Synopsis: ZLC ARTCC Controller reported due to a communications error after de-combining sectors an aircraft was left on a heading too long and flew below the Minimum Vectoring Altitude.