elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While acting as the [relief pilot] and while on my rest period I was awakened by the number 1 FA and informed that the Captain was requesting my assistance in the flight deck ASAP in reference to an emergency. After returning to the flight deck; the Captain informed me that the aircraft was rapidly losing hydraulic fluid from the Center Hydraulic System and that we were diverting to [a nearby alternate]. Landing gear was lowered at FL200 and within all operational limitations before the complete loss of the center hydraulic system. Aircraft was configured for landing approximately 40 miles from [the alternate] (Flaps 20 landing) and all QRH checklist and emergency procedures were followed. The Captain executed a very soft overweight landing/touch down in VFR conditions. After the Captain stopped the aircraft on the runway; both engines were shut down and [ground personnel] inspected the aircraft. After the aircraft was found to be safe it was towed to a hard stand where all of the passengers and crew members were deplaned without further incident. Maintenance personnel arrived on scene and [were] informed of the above mentioned incident.




Synopsis: B767-300ER First Officer reported diverting to an alternate airport after experiencing the loss of the Center Hydraulic System.
Date: 201604
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Igniter Plug
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance; Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: This was the aircraft I was assigned for the evening; earlier in the evening I replaced the igniters on Number 2 engine per the work card and op checked. Next thing was to deliver the aircraft to the gate. At start of push from hangar I noticed a low oil press indication Number 2 engine; told my tug driver I wanted to dry motor the engine to see if it would go away. Just after I stopped motoring (approximately 10-15 seconds) my tug driver said the engine was on fire. By the time I started to apply emergency procedures I was notified the fire was out.Had wing walkers been properly positioned they might have been able to notify us earlier of the fire.


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


Synopsis: On a B757 the Number 2 engine caught on fire when accomplishing a dry motor procedure.
Date: 201506
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: Mixed
Weather elements / visibility: Windshear
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAD
ATC / advisory: Tower IAD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: Weather

Narrative: Arriving IAD and cleared ILS Rwy 01R. Over FAF WAXIN; tower cleared us to land RWY 01R and advised active Microburst over RWY 30 approach end gusts over 30 knots. We advised tower we were unable to land and requested left or right turn to avoid weather. Tower instructed us to fly to RWY 1C threshold (into hazardous weather) and would then have turn instructions. We told tower to turn us now and they did. Vector for another approach after weather passed airport. This was a fast moving storm and unbelievable that ATC would expose aircraft to such hazards.




Synopsis: While on final approach; the flight crew was advised of an active microburst near their approach path. The flight crew reported that the Tower did not respond in a timely fashion to their request for a vector away from the fast moving cell.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Check Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Our aircraft was cleared for touch-and-go's #1. After this; Aircraft Y was cleared for a short approach from the opposite downwind. No traffic advisories were given to either aircraft. Hearing the landing clearance of aircraft 2 after ours; I was looking for traffic to follow behind ours. When our aircraft rolled out on final; aircraft 2 came into view about 1/8mi from ours also turning final. The traffic was blocked by our wing while maneuvering to final. We added full power and climb back to traffic patter to rejoin the downwind behind other aircraft in the pattern. I called the control tower after the flight to get clarification on what had happened and they told me that it was a controller in training who made the mistake and that they were debriefing the event.




Synopsis: Cessna 150 Instructor reported a NMAC when another aircraft was cleared to turn final approach.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Aircraft component: Gust Lock
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action; Flight Crew Inflight Shutdown
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was at an unfamiliar airport at high altitude that had been having very high winds. When I landed 2 days prior; I had placed the rudder lock and yoke lock on the plane due to the winds. I had not placed these on since flying the plane for 376 hours in any prior flight. On the walk around prior to departure; the rudder lock was disengaged. I had family loading the plane under my direction. I was using an iPad attached to yoke mount on the pilots yoke for only the 3rd time. This blocked my view of the pilot yoke. The checklist was used for reference but was not called out loud but noted mentally. The yoke lock; on the pilot yoke; was not removed. The usual run up was done and particular attention was paid to density altitude due to the elevation of the departing airport and the temperature. As roll out was done to ensure enough speed for lift off; it was noted that the yoke could not be pulled back. An emergency shutdown was done. The plane was maintained straight forward; but at the end of the runway; I did not feel that the speed was slow enough to make a safe turn off onto the taxiway without risk of tipping. The plane rolled off the end of the runway for a distance of about 50 feet; striking a navaid light; knocking it off its base. There were no injuries to persons and no damage to the plane. Clearly; a verbal check off of the checklist would have helped. Also; placing the yoke lock on the co-pilot yoke would make it much more visible. Using new helps; like the iPad is helpful but the obstruction of some of the bottom of the panel must be noted in placement of the mount. All instruments could be seen but the base of the panel was obstructed from view. Extra care will need to taken when any new changes are made in the cockpit configuration.




Synopsis: A C414 pilot failed to remove the yoke gust lock during preflight and so rejected the takeoff when he could not rotate; then ran off the runway end but did not cause significant damage.
Date: 201408
Local time of day: 0601-1200
Location: MTN.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight phase: Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: For departure from MTN and entry into the Washington SFRA an FSS Abbreviated Briefing was obtained specifically requesting NOTAMs and TFRs expected on the intended flight; status of R-4001 A and B and to file a SFRA plan for entry at WOOLY at 4;300 MSL.After takeoff from Runway 31 at MTN; runway heading was held and climb was made at about 700 FT/minute and 90 KTS. After takeoff I was advised to contact Potomac Approach. At this point my recollection of the sequence of events is uncertain but my best recollection is:I was given a squawk code.I was advised of King Air traffic to my left and coming through my altitude and was focused on this while also being concerned about contact with ATC for entry into the SFRA. I assumed radar contact had been made as a result of the traffic advisory.I was advised to change frequency. On contact I was advised to ident then advised to return to the previous frequency; I advised the Controller I had just left that frequency. I was advised to ident again. I think I was climbing through 3;700 FT MSL. At this point a male voice came on (probably a trainer) and I was advised to descend immediately. I descended rapidly to 2;000 FT MSL. I was then advised to contact via landline at the conclusion of my flight and that I had entered Class B without authorization and a commercial carrier had passed with in 300 FT. I did not see this aircraft. I do not recall getting specific authorization to enter Class B airspace.It is evident by the request for a phone call that I failed to assure specific approval from the appropriate frequency to enter Class B airspace though it was evident to me that radar contact and communications had been established. I was not aware that Potomac Approach could not issue authorization to enter Class B. I thought I was authorized entry.




Synopsis: Pilot reports filing an SFRA flight plan for departure from MTN with entry at the WOOLY gate and a planned altitude of 4;300 FT. After takeoff from Runway 31 he is chastised for entering Class B airspace without a clearance to do so.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During initial climb after takeoff at ZZZ; when the elevator trim was used; the trim moved in the opposite direction from selected. So; trimming up with the trim switches made the nose of the aircraft move down; and trimming down with trim switches made the nose of the aircraft move up. The pilot shut off the trim system; and used the hand trim wheel and landed back at ZZZ airport without incident.




Synopsis: Beech 1900 Captain reported a malfunctioning horizontal stabilizer trim on take-off.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: Eclipse 500
Operator: FBO
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Ramp
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Weather
Primary problem: Weather

Narrative: During taxi out from [the FBO] the aircraft's right main wheel; and subsequently the nose wheel; went off the prepared surface of the ramp/taxiway area and into the mud. I had received clearance to taxi to runway 35R via taxiway Bravo. It was night; it had been raining heavily; and was raining lightly at the time. The ramp was wet and dark. I moved the aircraft out of the parking spot; (facing north) and turned to my right to head towards the taxiway. I found a solid yellow line; moving from west to east; which I took for the taxiway center line; and I followed it out to taxiway Bravo. There were rain drops on my windshield; which reflected or refracted the blue taxiway lights; making it difficult to verify which blue lights were real and which were reflections or refractions. As I continued eastward toward taxiway Bravo; the right main wheel left the pavement and entered the mud and sank; causing the aircraft to yaw to the right and the nose wheel to also depart the paved surface. I stopped the aircraft; shut down the engines; and notified ground control that I had run off the pavement and was in need of assistance. With the help of the airport personnel and the airport fire crew; we were able to dig the mud out from the front of the right main and tow the aircraft back onto the paved surface. The aircraft was examined and found to have no damage. Neither was there damage done to any property on the ground. It turns out the yellow line I took for the taxiway center line was actually a white solid line; painted to mark off a part of the ramp. I believe the causes of this occurrence were: The white line which was easily mistaken for a taxiway center line; the wet ramp; the water drops on the wind screen; and my failure to verify my location on the ramp.




Synopsis: An Eclipse 500 pilot taxiing from the FBO ramp at night in rain mistook a surface edge line for a taxiway centerline and ran the right main and nose gear off the prepared surface; stuck in the mud.
Date: 201812
Local time of day: 1801-2400
Location: IND.Airport, IN
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C IND
ATC / advisory: TRACON IND
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: During the ILS Approach to 32 at KIND; the aircraft was cleared for approach at 3000 FT MSL (above the FAF altitude of 2400 FT MSL). Once established on final; the aircraft was configured and coupled for the approach. While awaiting for the GS to become 'alive'; the GS suddenly appeared and within 2 seconds showed the aircraft 2 dots above glide path. The autopilot immediately initiated a 2000 ft/min descent in an attempt to recapture the glide path. The Pilot flying (PF) immediately disconnected the autopilot. The GS indicator continued to be erratic for another few seconds before stabilizing. The decision was made to step down to 2400 FT MSL (the FAF altitude on the approach plate). During the descent; the GS indicator continued to be stable and appeared to display correct glide path guidance. Upon reaching the FAF altitude; the GS indicator remained stable and showed correct guidance and agreed with known aircraft parameters (known descent rates). During the descent on the GS and upon breaking out into VMC; the GS again began to act erratically. The approach was continued visually with the PAPI guidance to an uneventful landing. The Tower was informed of the issue. During the approach; it was noticed several large/heavy cargo aircraft had departed on the runway prior to our arrival. Once on the ground; Tower made comments to the large aircraft taxiing to remain outside the ILS critical area. It was noticed during the taxi to the gate that Ground Control was stressing the outbound cargo aircraft to remain short of the ILS critical area (short of N3 taxiway). During the subsequent departure back to ZZZ1; we noticed the ILS antenna was located abeam the taxiway adjacent to the cargo ramp and witnessed a large/heavy cargo aircraft not holding short of the critical area during a departure. Recommend IND Approach/Ground Control coordinate and stress the ILS critical area to avoid large aircraft from potentially interfering with the GP antenna located abeam the N3 taxiway.




Synopsis: Air carrier pilot reported erratic glide slope indications; later realizing ATC was not protecting ILS critical areas.
Date: 202104
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Software and Automation; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Initially received ADS-B OUT L alert. Completed checklist by switching to a different transponder after approximately 10 minutes followed with ADS-B OUT R.  Subsequently noticed inertial mode. Indicative of GPS jamming. We were in Ukrainian airspace approaching the Crimean area at the time. Jamming indications continued intermittently for roughly 45 minutes until clear of the area. Current Russian military activity in the area suggests intentional GPS interference. Inform other crews that GPS jamming is occurring; if possible route flights further east to avoid activity area.




Synopsis: An air carrier pilot reported GPS jamming.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Time Pressure; Fatigue; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Chaotic flight; distractions occurred during disarming announcement; multiple passengers pushing forward to make impossible connections.  Gave thumbs up to open door while it was still armed.  It was an airbus; door self-disarmed. You guys are killing us with these days; I believe I've only had one work day under eleven hours in length this month.  I am physically and mentally fatigued; we need trips built that are workable.  This is why everyone is calling in sick.  This fatigue and strain almost cost me my job with this event and compromised the safety of the Gate Agent.




Synopsis: A321 Flight Attendant reported fatigue and confusion lead to opening the L-1 door without disarming it.