elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Equipment / Tooling

Narrative: There is a green fuel nuzzle connected to the gas fuel hose at the terminal fuel farm. All of the other gas nuzzle are black. The green ones indicates diesel. There are times when employees do not have their fuel farm key fob with them. They would pull to fuel farm and just ask someone to borrow their key fob or sometimes just tell the person to hand over the nuzzle when they are finish fueling their equipment; the green NON-STANDARD nuzzle can lead to serious equipment damage that can become costly to the company. For instance; let's say there is an employee there at the fuel farm utilizing the non-standard green nuzzle that is attached to the gas pump to refuel a gas powered piece of equipment. An unsuspecting fellow co-worker pulls up just when the person was about to finish gassing up his piece of equipment and to use the same fuel pump with the green nuzzle because he/she thinks it is diesel because that is the type of fuel their piece of equipment requires. This is piece of equipment can be an air start mobile cart or even a pushback tractor and on the equipment the cost can be substantial.




Synopsis: Air carrier ramp worker reported the use of a non-standard fueling nozzle could lead to introduction of the incorrect fuel to ground equipment.
Date: 201812
Local time of day: 1201-1800
Location: MSY.Airport, LA
Flight conditions: IMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MSY
ATC / advisory: Tower MSY
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; 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 FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Monitoring. During this approach in daylight; Pilot Flying disconnected the autopilot and descended at the final approach fix. The aircraft descended below MDA [Minimum Descent Altitude] (400 feet MSL) and Pilot Monitoring informed of the altitude and Pilot Flying adjusted pitch and power to return to MDA. At the same time; we received an aural 'obstacle' and we were in the clear with the airport in sight and executed a normal landing. Instrument cross-check. As the Pilot Monitoring; paying more attention to the descent to MDA as opposed to cross checking the approach chart too much.


Second narrative: I was Pilot Flying [a] daylight approach. I disconnected autopilot and manually flew approach. We descended below MDA [Minimum Descent Altitude] 400 feet MSL. Pilot Monitoring called below MDA and I corrected back up toward MDA with aural obstacle warning; and seconds later; we broke out in clear for visual landing. I disconnected autopilot because of aircraft wobble on localizer and should have kept autopilot on.


Synopsis: MD-83 flight crew reported descending below the MDA while hand flying an ILS approach to MSY airport.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During ZZZZZX arrival into ZZZ descended to 12;000 at ZZZZZ.  Prematurely started descending to ZZZZZ1 (11;000) before reaching ZZZZZ2.  ATC deleted speeds; was a little preoccupied checking speed; making sure I did not have a speed deviation.   First flight in almost three months.I need better situational awareness.


Second narrative: ZZZZZX Arrival; After we leveled off at 12;000 feet at ZZZZZ; the FO set next altitude of 11;000 feet for ZZZZZ1 with confirmation. Approach Control notified us of a new ATIS. During our level off at 12;000 feet I copied the new ATIS. I looked up at the PFD and noticed we had vacated 12;000 feet prior to ZZZZZ2; and shortly after crossed ZZZZZ2.[Suggest a] digital ATIS.


Synopsis: Air carrier flight crew reported not making a crossing restriction during arrival.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Extra 200/300 Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Pedal
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Suffice it to say that after touching down on a good 3-point landing with full control of the aircraft; on the rollout my left sneaker briefly got stuck on the left rudder pedal and then it started to lose the footing as I did the left-right; left-right continuous tapping that is required to control a tailwheel on the ground. So; with the tapping that is required in a tailwheel; with each tap after getting stuck; the left foot came more and more off the pedal; but I had to keep tapping to control the aircraft. While I slowed the aircraft down a lot; when my foot finally popped off the rudder pedal; the plane did about a ¼ loop to the left and the left landing gear snapped (as it is supposed to do when it receives excess side stress) and the left aileron scraped the runway. There was no real other damage [to the aircraft]; or to the runway; or any other aircraft. There were no injuries at all. As soon as the plane stopped; I turned the master and mags (magnetos) off and rotated the fuel lever into the off position.




Synopsis: Tailwheel pilot reported that during landing rollout their shoe became stuck on the rudder pedal and eventually slipped off resulting in a partial group loop.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We taxied into position for takeoff. After advancing the power levers for takeoff the inboard and outboard roll spoiler caution lights illuminated. We advised ATC and taxied off the runway and called Dispatch.




Synopsis: DHC100 First Officer reports inboard and outboard roll spoiler caution lights as the power levers are advanced for takeoff. Flight returns to the gate.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We arrived on time into ZZZ. While being towed into parking; I felt that we were too close to the fence on my side. (Right). I advised the Captain to stop the pull. He immediately told the ground crew to stop the pull. They advised him that they had a wing walker and we were clear. They continued to pull the aircraft. I felt very sure that this was unsafe and for a second time announced; stop the pull; we are not going to clear the fence. The Captain once again stopped the ground crew immediately. This time a large group of people walked to the right side of the airplane and spent several minutes looking at the clearance. I could see that we had almost hit the fence pole; but until seeing the pics that a ground crew took; I didn't realize that we drove over the pole. Missing it by approximately 12 inches. The wing tip was about 2 feet past the pole.ZZZ was not ready for a 777 to arrive. We were pulled into the wrong spot that was designed for a 767. We found out later that our spot was changed due to a 747 coming at the last minute. The ground crew over rode the Captain's authority and assured us that we were clear.Better training for the ground crew involved. That spot is not suitable for a 777. Although I was very assertive; next time I will refuse to allow the airplane to put in jeopardy with me in the seat. I felt as a crew; we handled the situation well; but I also felt that we were not totally in charge of the push crew. Next time I feel I don't have a safe distance; I will contact the Chief Pilot for further guidance.




Synopsis: B777 First Officer reported tow crew pulling aircraft into a gate not approved for B777 aircraft.
Date: 201205
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ORD
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Air Carrier X was [on] landing roll. Thought they were going to make turn off onto Runway 22R. Aircraft never turned off the runway. Was distracted by other aircraft checking in. Thought I had enough space for second arrival. When I looked out window saw second arrival touching down. No alarms for runway occupied were sounded. [Need to] verify aircraft makes turn off on runway.




Synopsis: Tower Controller failed to note that a landing aircraft missed the assigned runway turn off; allowing a second aircraft to land without appropriate separation.
Date: 201807
Location: HUF.TRACON, IN
Light: Daylight
Aircraft: Beechjet 400
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E HUF
ATC / advisory: TRACON HUF
Reporter organization: Government
Reporter function: Instructor; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: I was training a Developmental on arrival radar. Aircraft X inbound to LWV; a satellite airport just outside of our airspace that we sometimes work approaches into. Aircraft was descended to 030 and they requested direct the final approach fix for the RNAV 9 approach to set up for the visual. Developmental first gave the wrong fix to the wrong approach and cleared the aircraft for the RNAV 18. After pilots second request they were given direct the final approach fix. When the aircraft was observed crossing the fix and turning toward the airport the developmental advised them to report the airport in sight; to which they replied they were established on the approach and would call the airport in sight. I questioned the Developmental on the pilot advising they were established on an approach they were not cleared for. Our radar coverage is not good in that area and we lost the track on the aircraft occasionally; but on the next good hit the aircraft was observed at about 020; when the last assigned altitude was 030. I told the Developmental about the altitude discrepancy and at about that time the aircraft reported the airport in sight and cancelled IFR. There was confusion on both sides with the aircraft proceeding to the final approach fix; advising they were established on an approach they were not cleared for; spotty radar coverage and the Developmental not knowing what to do. Also with it being a high performance aircraft all of this happened pretty quickly and before proper instructions could be given the aircraft cancelled IFR and was switched to advisory as they were within 2-3 miles of the airport. Immediately question the pilot when they advised they were established on the approach.




Synopsis: HUF controller reported a BE40 was issued the wrong approach; sent to the wrong fixes; and descended below the MVA while providing training.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Learjet 60
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; while accelerating through approximately 180 KIAS; the primary electrical stabilizer pitch trim failed to respond to pitch down trim commands. This condition applied to commands from both the Captain's and Copilot's primary pitch trim switches. The decision was made to return to ZZZ. Landing and taxi was made without further incident.




Synopsis: A Learjet 60 Captain reported the trim stabilizer failed to respond after takeoff resulting in a return to departure airport.
Date: 201912
Local time of day: 1801-2400
Location: SMF.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Lines; Connectors; Fittings
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I had a long; challenging day. One contributing factor was a van departure at XA:10 for a XA:50 check in. Typically; the van would depart at XA:30; but they had us go earlier due to shuttle availability. Additionally; this trip and preceding trips had various irregularities such as schedule changes and lengthy mechanical delays. This particular day was quite challenging. Our day was getting close to max FDP prior to the last leg. During my walk-around prior to the last leg; I observed what appeared to be hydraulic fluid near one of the brake calipers. Maintenance notified. The Maintenance Technician pumped the brakes; cleaned the area; and signed the logbook. I did not feel comfortable with this and spoke with the Duty Officer; Maintenance Technician; and Flight Operations Director. I explained that I experienced an identical problem in the past where the test was conducted (seemingly successfully); but on the next flight; brake fluid sprayed out and the caliper had to be replaced. It took a lot of discussion and explanation before I felt safe accepting the aircraft. By that time; I was fatigued from an intense day. I elected to report fatigued. At XL:48; we were provided rest until XX:15.




Synopsis: E175 Captain reported calling in fatigued after a long challenging day involving maintenance delays.
Date: 202103
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a visual approach to Runway 16L to the RNO airport we received a EGPWS Pull Up Warning. The warning came as I was telling the First Officer who was the Pilot Flying that he looked low. The First Officer disengaged the autopilot and began an aggressive climb.  We rejoined the glidepath and landed. I believe I had expectation bias that he would recognize that we were getting low. The truth is we were momentarily in the red and thanks to the aircraft warning we made a recovery.


Second narrative: During descent into RNO landing [Runway] 16L on downwind; the Controller cleared us for the visual to after another aircraft that was on final.  Slightly past abeam that aircraft and at 9;000 ft. MSL; I squared the turn to base and began a descent and then angled the turn to final and select LNAV.  We intercepted final and as we rolled out still descending and I noticed; as did the PM; that we were low.  As I was arresting the descent and rolling out; an EGPWS took place. We initiated an escape maneuver with an aggressive climb and corrected and climbed up onto the approach path.


Synopsis: Air carrier flight crew reported receiving an EGPWS terrain warning on a visual approach to RNO.
Date: 201903
Local time of day: 1201-1800
Location: CZYZ.ARTCC, ON
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZYZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: 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 Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Cleveland Center asked if we wanted a fix further down our route. We requested BERYS or RUBYY. Cleveland Center cleared us to BERYS or what we believed was BERYS. We changed frequencies and checked on with Toronto Center. Toronto confirmed we were direct BERYS. Several minutes later he confirmed again direct BERYS and spelled if phonetically this time. He spelled BEERI. We advised we were cleared to what we believed was BERYS. The Controller told us to proceed direct BEERI.


Second narrative: We thought we were cleared direct to BERYS intersection. That's what we read back. Toronto later asked us if we were going direct BERRI. Apparently; that's where we were originally cleared. These two intersections are very close together and it's very hard over a VHF radio to distinguish one from another.


Synopsis: B767 flight crew reported a track heading deviation due to similar sounding fix names BEERI and BERYS.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B727-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb-out passing approximately 6;000 MSL; oil quantity on Number 1 Engine was decreasing through 2.0 gallons. QRH procedures were followed and an air turn-back ensued. Oil quantity continued to zero gallons; and engine was wind-milled until approximately 6 mile final when oil pressure went below parameters and QRH directed an engine shutdown. Declared emergency and landed uneventfully with one engine out.




Synopsis: B727-200 First Officer stated the aircraft lost oil quantity on number one engine during initial climb and turned back to departure airport. Crew declared an emergency; shut down affected engine and landed uneventfully.