elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Distraction; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure; Airport
Primary problem: Airport

Narrative: Transitioned to inner Taxiway [A] from outer at Taxiway [B] prior to assigned taxiway due to misidentification of the taxiway we were on. What led up to the event was poor signage of the taxiways; radio congestion; sorting out a weight and balance issue. During the event we visually cleared the taxiways adjacent ramp areas prior to our turning onto them. The outcome of the event was successful transition to the inner taxiway. Due to the signage we didn't realize that we hadn't used the assigned taxiway until on the inner taxiway. The instructions were issued when we were practically at the assigned taxiway as it is very close to the taxiway we turned on.

Callback: The Report stated that two conditions confused the crew when the clearance to transition to the inner Taxiway A was given. The first was Taxiways A; B; and F signage at the end of Terminal D at the confluence of those taxiways. The Reporter was given clearance to the inner during the turn on Taxiway B prior to Taxiway F1. Neither pilot identified F1 from the signage at their location. The second issue was both pilots thought that transitioning to Taxiway A at the next Taxiway (F1) past their current location (the beginning of Taxiway B) would have been greater than ninety degrees and would not be practical. The Reporter suggested painting taxiway identification signage on the taxiways. Currently the taxiway signage is not located such that the associated taxiway is readily identifiable with the sign. The commercial airport diagram contains a hot spot illustration which partially includes that intersection and expanding the hot spot to include the entire intersection in detail would help illustrate and clarify the complex relationship of the taxiways.



Synopsis: An air carrier Captain reported transitioning onto SFO Taxiway A from Taxiway B when the clearance was to use F1 because the signage at the the Taxiway A; B and F1 confluence did not clearly identify Taxiway F1 when approaching from the West.
Date: 201308
Local time of day: 0601-1200
Location: FLL.Airport, FL
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower FLL
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared by Ground to taxi to 10L and to cross the intersecting runway. Before getting to the intersecting runway we were switched to Tower. Approaching the intersecting runway Tower began; 'Aircraft callsign ABC;' but his transmission was completely overridden by the RAAS going off. Being of course unaware of what Tower had tried to tell us we asked for a repeat while slowing the aircraft in case he wanted us to hold short. He did not; he then actually said 'Disregard;' which we did. If only we could disregard the blasted RAAS! The RAAS pure and simple; does no earthly good whatsoever; and causes a real hazard to communications.




Synopsis: Air Carrier Captain reports an overly loud RAAS warning requiring the crew to ask the Tower to repeat the last transmission.
Date: 201905
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Other pushback
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: After loading and securing the flight XXXX for departure; we got the go ahead from the Captain to push off [the gate]. I was driving. [Ramp Agent A] was on my right and [Ramp Agent B] was on the left. We pushed to spot 10. [Ramp Agent A] holding the flight. I told the flight deck to please set brake. The Captain's reply; brakes are set and pressure normal. I gave the hand signal to release the tow bar and pin. When the tow bar and pin was removed I moved back 4 feet. I told the Captain and he said clear to disconnect the head set. I gave the hand signal to [Ramp Agent B] to remove the communication cables. As [Ramp Agent B] was passing me the cables; [Ramp Agent A] ran to the tractor banging on the window. I turn my head to see what he wanted I saw the plane coming at me. My tractor was already in reverse so I pressed on the gas to create space between the plane and tractor. The Captain reapplied his brake. Thanks to [Ramp Agent A's] quick thinking and fast on his feet we prevented an accident today.




Synopsis: Ramp Agent reported after pushback pilot failed to set brake and aircraft rolled toward tug after tow bar was disconnected.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: DC-10 10
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cockpit indications showed fuel imbalance and automatic crossfeed of number two engine taking place. Ensuing troubleshooting and indications showed possible fuel leak. En route diversion; emergency declared; subsequent landing uneventful. Post flight inspection by emergency personnel showed fuel seep/leakage under right wing. Fuel quantity indications in number two tank varied from a low of 1;800 to 10;000. Suspect fuel quantity transmitter problem. Outstanding support and aircraft handling from First Officer; excellent coordination and handling from Center; Approach; Tower and Ground facilities; kudos to emergency personnel for prompt action and handling.


Second narrative: At cruise FL370; got cockpit fuel indications of imbalance. Troubleshooting with QRH led to a diversion for possible fuel leak.


Synopsis: A DC-10 (derivative) crew diverted to an enroute airport after QRH troubleshooting lead them to believe a fuel leak was occurring because of a fuel imbalance; an automatic crossfeed and the number two tank quantity fluctuation. A fuel seep under the right wing was seen after landing.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Sea
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was enroute on an IFR flight plan at 12;000 feet. Center had cleared me direct [VOR]; then as filed. I noticed the JPI engine monitor; which previously had shown normal engine temperatures on all cylinders; was indicating an alarm condition for high CHT's on the Number 2 cylinder. Concerned about an engine failure in instrument conditions; I immediately reduced power and began to search for the nearest airport with an instrument approach using my GPS. Center then called; asking for my altitude. I explained the situation and requested information as to the nearest suitable airport. Center replied that ZZZ was nearby and gave me a heading; and a clearance to descend and maintain 7;000 feet; if possible. I turned toward the airport and continued my descent. As I descended; the aircraft emerged from the clouds and I saw the airport at 12 o'clock. At that point I cancelled IFR; continued the descent and landed without incident. The problem was that I did not remain on my cleared heading and altitude due to the fact that I prioritized maintaining whatever engine power I might have left for a precautionary landing. I should have contacted Center as soon as I felt that a diversion was necessary; and informed them of the situation more promptly than I did.




Synopsis: C177 pilot on an IFR flight plan at 12;000 feet notes high CHT and begins reducing power and descending without communicating with Center. ATC notes the descent then provides assistance when the descent is explained. An uneventful landing ensues.
Date: 201708
Local time of day: 1801-2400
Location: SBGR.Airport, FO
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Navigation Database
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Scheduled to depart ZZZ. A new Nav database was valid. As we were not sure which database to use we consulted the Flight Manual which stated that the database changed; and if that was during the flight we could elect either database; but we would have to verify everything for the time the database was outdated. As we were arriving right after this time we elected to use the old database. We only received a partial route uplink. We consulted with dispatch and they stated that the new database was effective and there were new airways through Brazil. So we switched to the new database. We then were able to load the full clearance. We were cleared as filed. Enroute [ATC] asked our route and informed us that the airways and waypoints we were filed on didn't exist. Further; they attempted to clear us to waypoints that we no longer had in our database. We were finally able to get a clearance to a waypoint that was at the end of Brazilian airspace; and we had no problems after that. I submitted a [report] asking if the FOM the Brazilian controllers [were using] were correct; or if dispatch was correct concerning the time the new database was effective.




Synopsis: Air carrier First Officer reported database update issues while transiting through Brazilian airspace. Crew were cleared to waypoints not in the updated database.
Date: 201502
Local time of day: 1201-1800
Location: SFO.Airport, CA
Light: Dusk
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X received a departure delay; so I set them up to hold on taxiway Lima with two other aircraft. I gave them taxi instructions; Runway 1 Left; taxi via F; L; hold short Runway 1 Left. I received an accurate read back. I observed Aircraft X taxi A-F1-B-F to hold short of Runway 1 Left. There was no issue with this as there was no other traffic. I knew I would file a report off position. About 3-4 minutes later; Aircraft Y called me. I looked for a flight progress strip; as I acknowledged the aircraft. There was no flight plan anywhere near that call sign. They acknowledged correcting themselves with the right call sign; at gate XXB; and just got a serious jet blast from an aircraft; and there were no injuries; however; a ramp person was blown out of the cargo hold. I took down notes for this while confirming the information I was receiving. I finished with a request to update if anything changes. I acknowledged two or three additional aircraft when the CIC asked me what took place. I said that I got the information about 45 seconds ago and explained that Aircraft X missed their taxiway and made the turn at F1-B and caused a jet blast incident.I have no recommendation; as even if I assigned the taxi route taken by Aircraft X; I would never have expected there to be a jet blast issue.




Synopsis: SFO Ground Controller reports of issuing instructions to an aircraft to taxi and hold short of a runway. The aircraft doesn't taxi correctly but the Controller isn't concerned. A few minutes later another aircraft calls ground for instructions and advises ground that they had some serious jet blast which blew a person out of the cargo hold.
Date: 201405
Local time of day: 0001-0600
Location: MHT.TRACON, NH
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C MHT
ATC / advisory: TRACON MHT
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure; Human Factors; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: We were in the middle of some electrical maintenance being done on the whole facility. The power was scheduled to be out for several hours. We made the appropriate notifications to all concerned facilities. We contacted ZBW watch desk to get a list of inbound aircraft and was informed that our last arrival would be at XA:30. When the power went out we lost all equipment except the ETVS and the frequencies which were on UPS. Unbeknown to us; A90 was also experiencing some issues with the power and had lost radar and some communications. Aircraft X called us on a 3 mile final to Runway 17. We had to scramble to get vehicles off the runway so we could clear the aircraft to land. A90 or ZBW never called to let us know we had an inbound aircraft. We were never informed that we had more aircraft inbound to the airport. Aircraft X was in communication with A90 because he informed us that he requested RY6 and A90 said it was not available. We were in an ATC ALERT status.Need a better plan from adjacent facilities to help us when we are in this situation. Seems that the other facilities didn't take this serious enough.




Synopsis: Reporter describes situation where electrical maintenance is being done at facility and center does not do a hand off to the facility causing panic to clear the runway with an aircraft on a 3 mile final.
Date: 202109
Local time of day: 0001-0600
Location: LFT.Airport, LA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small UAS; Multi Rotor
Operator: Commercial Operator (UAS)
Operating under: Part 107
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Climb
Airspace: Class C LFT
Reporter organization: Commercial Operator (UAS)
Reporter function: Pilot Flying; Remote PIC (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Fatigue; Time Pressure
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person UAS Crew
When detected: Other post flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Staffing; Weather
Primary problem: Ambiguous

Narrative: I was assisting the Louisiana hurricane IDA disaster recovery effort; doing cell tower inspections for company. I read my map wrong; and later realized I didn't check my map properly. I originally thought I was doing a different tower; not in the airport airspace.I was tired and fatigued from flying nonstop since Day; and I apologize for my error misreading the map.

Callback: The reporter stated external pressures from the natural disasters and fatigue were the major contributing factors to this incident.



Synopsis: Commercial Part 107 operator inadvertently flew UAS in controlled airspace.
Date: 201703
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: While cruising at FL350 ATC gave a vector heading to avoid an area of severe mountain wave activity. We complied with the request promptly and turned on passenger seatbelt sign on. A short time later [we] encountered moderate clear air turbulence and the autopilot disconnected. A few seconds later we encountered what I would describe as severe mountain wave and the aircraft was having difficulty maintaining altitude. Airspeed was +/-30 knots and we lost 600 feet of altitude while trying to fly out of this weather phenomena. The entire episode lasted no more than about 20 seconds. We immediately notified ATC of our altitude deviation and that we were attempting to climb back up to our assigned altitude. ATC acknowledged and offered reroute and altitude change. By that time things got a lot better and we were able to continue to our destination without any issues. There were no injuries to passengers.Moderate to severe mountain wave was reported in the vicinity but no reports of any turbulence. We may have just encountered a pocket of moderate clear air turbulence at the same time as we encountered severe mountain wave.




Synopsis: A corporate pilot reported severe mountain wave activity and a brief moderate clear air turbulence encounter which disconnected the autopilot along with a 600 foot altitude loss.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Upon arriving at the gate (field elevation 2872 ft) FA (Flight Attendant) notified Captain that forward door was hard to open. Check of pressure controller revealed 50 ft had been incorrectly entered as LAND ALT. Captain and FO (First Officer) elected to set mode selector to MAN and slowly OPEN the outflow valve to relieve pressure. Passengers and Crew deplaned without incident.




Synopsis: B737 First Officer reported that the pressure controller had been improperly set for the airport elevation.