elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On runway centerline for takeoff; holding the brakes; speed levers were advanced to high with normal indications. Power was advanced while holding the power lever nose steering button. There were no abnormal indications. At 20%; brakes were released; airspeed alive and the nose steering button released. After releasing the nose steering button the airplane started veering slowly to the right; initial corrections were attempted with rudder usage. The airplane continued to veer to the right and did not respond to corrections; at which point an aborted takeoff was commenced. Power levers were reduced to idle; full left rudder was deflected by this point; and brake was used with no change in directional control of the airplane. In an effort to stop the airplane; power levers were brought cautiously into reverse to try to avoid aggravating further the loss of direction control. It was all ineffective at trying to redirect the airplane back towards the centerline and it continued towards the edge of the runway. Efforts at slowing the airplane down and/or stopping before it went off the runway were unsuccessful as well. As it went off into the grass; the left propeller struck a runway light. After the plane stopped; both engines were shut down after advising tower.




Synopsis: SA-227 Captain reported rejecting the takeoff when directional control became an issue during the initial power application. He was unsuccessful at preventing the aircraft from departing the runway using rudder; differential braking; and reverse thrust. The left propeller struck a runway light.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-400 and 400 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Overhead Bins; Latches
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Avionics; Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Other Post Departure
Result: General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Company Policy; Aircraft
Primary problem: Human Factors

Narrative: [I got a] last minute call for a broke [luggage] head bin at seat Row XXAB. Bin was fixed but the bin next to it; Row YYAB; was [also] broken. Work was in progress to fix bin YYAB; which I was not aware of. On the company radio; I was in contact with the flight crew. After talking with the flight attendants; the flight crew informed me that the problem was fixed. In order to continue on time I canceled the write-up for the broken bin at Row YYAB.After the aircraft departed; I was informed that the latches on bin at YYAB were not operational and that tape was on the bin to help keep it closed. The bin contained emergency equipment. I contacted Maintenance Control to let them know what was going on. They gave ZZZ1 a heads-up on the incoming problem. When the aircraft landed; ZZZ1 was able to fix the overhead bin. If I would have insisted that the aircraft come back to the gate [in ZZZ]; the problem would have been properly addressed before departure from ZZZ. I was in a rush to get the aircraft out on time; I didn't take the time for safety.




Synopsis: A Maintenance Supervisor was informed that he allowed a B767-400 aircraft to depart with non-operating latches for a cabin overhead luggage bin that contained emergency equipment. Tape had been applied to help keep the bin closed in flight; but was not documented. Concerns about meeting aircraft departure schedules were also noted.
Date: 201202
Local time of day: 0601-1200
Location: LAX.Airport, CA
Weather elements / visibility: 10
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I hand flew the HOLTZ 9 Departure (RNAV) as I am new to this aircraft. After entering the clouds we experienced a rough ride from what I think was the wake of a B777 aircraft that departed before us. I believe that we were within the 0.5 mile tolerance of the RNAV departure. We hit another jolt close to PEVEE Intersection either from wake or weather. This is one time I would have been better off engaging the autopilot and observing the navigation limits instead of hand flying.




Synopsis: A B777 Captain reported difficulty tracking the hand-flown HOLTZ 9 Departure off LAX because of a wake or weather encounter.
Date: 201308
Local time of day: 1801-2400
Location: C90.TRACON, IL
Aircraft: Learjet 60
Flight plan: VFR
Flight phase: Cruise
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training a CPCIT on the Feeder position. The Supervisor told me that we were going to talk to FLCXX and find out what he wanted to do. I agreed but did not really understand why I would talk to an aircraft that was not in my airspace and was IFR. FLCXX rattled off numerous points that he wanted to fly. I was unfamiliar with most of the points; but passed the information to the Supervisor. The Supervisor told us to let FLCXX do what he wanted. Keep in mind that during this I was training. This was the Trainee's very first hour on the position. The Supervisor coordinated something with other sectors but I'm not sure what so we called all other positions that would be impacted by FLCXX's operation. I tried coordinating with the South Departure position to ensure that they knew about and were going to miss FLCXX. FLCXX wanted to go to a point that was in direct conflict with the southbound departures. The Departure position responded that they were too busy and knew nothing of the FLCXX operation. I immediately turned FLCXX away from all departure traffic. I understand that supervisors want to accommodate everyone; but our airspace is extremely complex. We can not just hope for the best. They must provide some kind of leadership. They should coordinate first and only after all coordination is complete should they approve an operation.




Synopsis: C90 Controller described an unsafe condition when coordination regarding a flight check aircraft was incomplete and uncertain.
Date: 201310
Local time of day: 1801-2400
Location: Y90.TRACON, CT
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E Y90
ATC / advisory: TRACON Y90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A Piper Malibu IFR handoff from A90. The aircraft was slow climbing and A90 wanted to enter our airspace or get a handoff. We were busy with a traffic call for an IFR departure off of BDL. We have been having issues with the filter settings on the BDL RADAR site. We did not have any information on this aircraft besides the flight progress strip. We did not see a data tag or target until we changed to multisite RADAR. I believe this is a systemic safety issue. I have seen multiple issues in this area with not seeing aircraft. This is the first one I have seen where A90 had to turn an aircraft away from our airspace. I have been trying to track these occurrences and I have seen a few where A90 has called for a point out and I see nothing out there; not a tag; or *; or trk. We see nothing! Having to switch to multisite is a big issue considering we then need increased separation. We also work combined sectors a lot making this situation worse. I would adjust the filters on the BDL and PVD RADAR sites so we always see at least tags or * on aircraft. We shouldn't have to switch to multisite to see aircraft we should easily be able to see on BDL or PVD RADAR site.




Synopsis: Y90 Controller described an absent RADAR target event during an A90 attempt to make either a point out or handoff; the reporter suggesting filter changes on the BDL and OVD RADAR sites.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: The cleaners came on during deplaning and started spraying the toxic cleaner. I was trying to stand and say goodbye to passengers; but the spray was burning my lungs; through my mask. I saw one cleaner wet their rag with multiple sprays as a child walked by right next to it. I was hoping with some fresh air my lungs would feel better; but they don't.This practice of bombarding crew and passengers with this spray during deplaning is hazardous to everyone's health. Toxic cleaning spray being sprayed during deplaning both in First Class and the bathroom and galley shrouded my area during deplaning.Burned my lungs. Hoping fresh air will help. Giving it 24 hours to feel better.  Otherwise will see a Doctor. Airline needs to let people off the plane before they start with the spraying of the cleaner. I have (had) great lungs; so if it's affecting me; then anyone with any lung issue is going to be in big trouble.




Synopsis: Flight Attendant reported cleaners came on board before passengers were off and started spraying the aircraft with a reportedly toxic product.
Date: 202008
Local time of day: 1801-2400
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TUS
ATC / advisory: TRACON TUS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: ATC received an altitude alert on our aircraft below the MEA on a visual approach into Runway 29R. We were on the PAPI glide path and clear of all obstacles. ATC vectors brought us too close to the airport for a proper approach to landing so we performed a right 360 turn in visual conditions. ATC needs to clear aircraft lower earlier and the MEA in that area could possibly be lowered.




Synopsis: Air Carrier First Officer reported the crew received an altitude alert from ATC while on approach.
Date: 201406
Local time of day: 0001-0600
Location: I90.TRACON, TX
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On the DRLLR1 STAR; we were set up for 26R.  Once we got on with Approach Control we were given 26L as the expected runway.  We changed the arrival information in the FMS to reflect the new runway.  I looked over the sequence of the arrival to make sure all the correct fixes were in the FMS. As we came over DOMNO; the FMS ended lateral navigation and the flight guidance went into ROLL mode.  I directed my First Officer to go into heading and fly direct to VLDEZ.  The First Officer used TCS to make a quicker turn.  I set up the FMS to go direct to the VLDEZ waypoint. At this point the autopilot was engaged and NAV was armed.  About the time we rolled out direct VLDEZ; ATC asked if we were going DIRECT VLDEZ.  I explained to ATC what I thought had happened and we proceeded without further incident. The use of OPD STARS into IAH. High Workload. This was my first time on this arrival. Weather on the 26L approach had diverted my attention. New First Officer. Not recognizing that the aircraft should have been turning. (FLYBY WAYPOINT) After talking with others; I discovered that this was a known issue and that there was information released about the problem. I was no longer aware/not aware of the problem and the information that addressed the problem with DOMNO.  I believe that if it were easier to get information about these kinds of known issues; when they are most pertinent and in a manner that stands out; they would be less likely to occur.  The FMS software should be updated to help alleviate these kinds of problems.




Synopsis: Another EMB-145 pilot learns that his aircraft is unlikely to turn over the DOMNO fix on the DRLLR 1 RNAV arrival to IAH.
Date: 201201
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Snow; Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Troubleshooting; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft disengaged flight director modes and disengaged autothrottles on takeoff roll around 40 KTS; got master caution message. We aborted takeoff. Ran checklists and everything was compliant for a second takeoff. [We] got clearance for takeoff from Tower. Again on the takeoff roll around 40 KTS; the aircraft disengaged the flight director modes; disengaged the autothrottles; and got a master caution message. We aborted takeoff. Ran checklists. At the time; outside temperature was -3 with snow; blowing snow; winds at 140 [degree] 35 gusting to 45. When we stopped with the parking brake on to run checklists; we noticed that the airspeed indicator was indicating 10 to as high at 60 KTS due to the strong wind gusts. We felt the wind gusts were giving the airplane unstable indications; and waited for a calm spot between gusts to try one last takeoff. [We] were able to take off on the third try without any abnormalities.




Synopsis: ERJ170 First Officer reports two rejected takeoffs due to flight director and autothrottle disengagement during takeoff roll at 40 KTS. No aircraft anomalies can be discerned and the problem is thought to be related to the very strong gusting winds; a third attempt was made during without difficulty.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While performing preflight duties the Captain and myself were in the cockpit when the whole plane shook abnormally during the boarding process. I looked out my side window and witnessed a deice truck under our right wing. The deicer backed out from under the wing causing more shuddering of the aircraft. I called company ops to let them know what happened then went down on the ramp to see the damage. Not sure why; we did not even call for deicing.




Synopsis: First Officer reported that their aircraft was truck by a de-icing truck during boarding.
Date: 202002
Local time of day: 1201-1800
Location: UNV.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: The Captain was Pilot Flying and First Officer was Pilot Monitoring. Descending we were at our previously assigned altitude of 4;300 feet approximately 15 miles southeast of the field in daytime VMC conditions with unlimited visibility; where we notified Approach Control that we had the field in sight. We were given clearance for the Visual Approach. The crew had thoroughly discussed terrain around the airport and had briefed the approach plate emphasizing the terrain with the highest point of the ridge that we would be flying over being 2;381 feet and the night obstacle on the opposite side of the approach being 2;855 feet which we would not have to fly over; but is approximately 5 miles northeast of the airport and final approach course. The Captain set 3;400 feet and began a very shallow descent towards the waypoint where we would intercept the glideslope at 3;400 feet while articulating the reason was to not cause any abrupt descents in order to cause the EGPWS to set off a warning. After reaching 3;400 feet as we were approximately directly over the top of the last ridge we would cross in straight and level flight; the Terrain Warning was set off with 'Terrain...Terrain...Pull-up.'  Immediately; the Captain began a slight climb of maybe 200 feet which quickly silenced the warning. We were quickly over the ridge and the Captain descended back to 3;400 feet where he intercepted the final approach course and began his descent on the glideslope. We landed without incident. I would assume that the abruptness of the rising terrain which we were flying over set off the EGPWS warning even though we were over 1;000 feet above the highest point of the ridge. The Captain immediately climbed and the warning was silenced within a couple of seconds. It would seem that an altitude greater than 3;400 feet while crossing the ridge is necessary to suppress the EGPWS warning system. Perhaps the 3;900 feet altitude of the procedure turn would be sufficient even in VMC conditions.




Synopsis: An Air Carrier First Officer descending on a Visual Approach reported receiving a GPWS alert even though in their present position they were at an appropriate altitude to avoid terrain.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying on an IFR flight plan were being vectored for the RNAV 31 at ZZZ. After receiving and turning to a vector to intercept the approach course; upon leveling the aircraft we saw a Bonanza at our same altitude; within 50 meters of our nose crossing in front of us from left to right. The Bonanza was close enough I could see the pilot and clear aircraft detail. Immediately the student and I pitched and banked away from the aircraft to maneuver away. Right afterward; ATC asked us if that aircraft was at our same altitude. I then stated that he was and reported a 'near miss'. The rest of the flight resumed and we completed an approach at ZZZ. Enroute back to ZZZ1; ATC provided us with a phone number and instructed me to contact them after landing. I promptly called after landing and gave them my oral narrative of what happened.I think that perhaps ATC is being overworked. Throughout the flight we did receive many traffic advisories. However there was none for this event. Neither the student or I would have been able to see the Bonanza during the vector turn because we were busy setting up for the approach; and turning. To my knowledge the Bonanza was VFR and not talking on frequency.




Synopsis: SR-20 Instructor Pilot reported an NMAC during initial approach with an unreported aircraft.