elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on localizer 28L at FAF. Descending on glide slope at 1400 AGL we had TCAS alert to descend 1200 fpm. [Another aircraft] overshot parallel approach on 28R from above; behind and right of our aircraft. We followed TCAS guidance to 900 FT AGL and had to abandon its direction due to terrain closure. At 1200 FT First Officer visually acquired [the other aircraft] and said he was 1 plane length behind and 10 FT above. I accelerated 10 knots to gain distance. I had no other safe option but to continue. Can't go up or down - up hits [other aircraft] - down hits water. We selected TCAS to Traffic advisory (TA) at 900 FT. Glad we had it in TA/RA (Resolution Advisory) during onset of approach. [Other aircraft] was assigned to follow us and not to overtake. They failed on both counts. Tower ordered [other aircraft] back onto their runway/approach; safely landed.




Synopsis: A319 Captain reported NMAC on approach to SFO Runway 28L when another aircraft overshot the parallel approach course.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We made a soft landing and were [about] to exit at the very end. Just as we were about the last third of the runway; the cabin called. The First Officer was told that we had smoke in the cabin; they couldn't clearly see each other; and reported a coughing passenger. I instructed the First Officer to notify the Tower; to request they send the fire trucks to meet us and [request priority]. As we were seconds from the gate and considering the possibility of having a fire onboard; we agreed that an evacuation was necessary. I decided to bring the aircraft [to a stop] quickly at 30 feet (safe distance) from the gate and started an evacuation using the Evacuation Checklist. The ramp personnel were in position and able to assist the passengers along with the flight crew. All passengers were regrouped and instructed to walk up the jet bridge and gather inside to safety. Following the inspection from the fire department that arrived within 5 to 10 minutes; I contacted and notified the Company; Operations; and Maintenance. During this entire process; we received full assistance of all parties involved.




Synopsis: CRJ-900 Captain reported evacuating the aircraft on a taxiway after smoke was reported in the cabin.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Ground Excursion Taxiway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: Cleared to land. On smooth touchdown on centerline with left crosswind correction input got blown farther left by gust. Plane slewed left and then right as I attempted to correct for gust into calmer winds. When plane slewed hard right I attempted go around but was unable to maintain climb and suitable directional control. Placed plane back on runway to left of centerline with energy going off the runway the left. Exited runway to the left and went over culvert towards a taxiway. Went further off the left of [the taxiway] and came to rest in the ramp area. Notified tower all aboard were ok and then ran shutdown checklist after facing plane into the wind.




Synopsis: C172 Flight Instructor reported a runway excursion following a crosswind landing and an attempted go around.
Date: 201711
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: We were instructed to level off at 6000 on the vector/departure out. Traffic was called out for us (VFR) and we began [our] search; although we were in and out of layered clouds. Aircraft of interest showed on our TCAS and we monitored. TCAS notified us of potential conflict 'Traffic'; then directed 'Climb Climb' then followed that direction with 'Descend' We accomplished both instructions In Accordance With Flight Manual direction.ATC was notified; although he did not understand why we climbed since traffic was above us. We don't know either; but we followed the clear instructions of the TCAS (first climb; then descend). We ended up acquiring the VFR civil aircraft (high-wing Cessna) above and to our right; well clear. ATC was notified of us being clear of traffic and we resumed the departure.


Second narrative: [Report contained no additional information.]


Synopsis: Boeing 737 flight crew reported TCAS announced a climb directive when traffic was above.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Routine Inspection; Pre-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: DG not secured in an AKE [cargo container]. When loading cargo the Ramp Loading Supervisor noticed an AKE with a box leaning on the curtain. When opening up the AKE he noticed that this was a DG cargo box.




Synopsis: Air Carrier Ramp personnel reported DG cargo AKE container not securely strapped in cargo box.
Date: 201601
Local time of day: 1201-1800
Location: MEV.Airport, NV
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: TRACON NCT
Aircraft component: Autoflight System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I started the TBM8 and there was a failure of the Automated Flight Control System (AFCS). I recycled the avionics power; but it did not correct the problem. I decided to take off for MEV despite no automated control (i.e. no autopilot) thinking that I can just hand fly the machine. I have been repeatedly taught how to hand fly the machine if the automation fails. That decision to takeoff was a mistake; because a failure of the AFCS also causes a loss of trim motor control. That makes it very difficult to keep the machine in coordinated flight.I reported to ATC enroute that I was having difficulty controlling the altitude and course due to an avionics failure (I was working hard to control the aircraft in the face of the winter storm entering the region); and I was ultimately cleared for the GPS Approach into MEV from the IAF. It was real IMC over the High Sierras at that point; and I proceeded to the next fix. It was very difficult to hand fly the aircraft due to moderate to severe turbulence which I had heard reported previously by another pilot. I was not on course; struggling to maintain the course and proper altitude and at all times trying to keep wings level. I have never been in a truly severe turbulence condition; and there is a reason why you need an autopilot for single pilot IFR. I broke out of the clouds and turbulence; but substantially off course; but I was safe and clear of the mountains. I told NORCAL that I was clear of the clouds and had the airport in sight. At that point I cancelled my IFR flight plan. I landed safely at MEV.This was a difficult lesson. I will never again fly single pilot IFR without the automated control systems properly operational. I should have shut the machine down at [departure airport] and resolved the problem prior to taking off. A lesson learned to be sure.




Synopsis: TBM8 pilot reported struggling to maintain altitude and track after departing with the Automated Flight Control System (AFCS) inoperative.
Date: 201701
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were being pushed back from the gate (tail into the alley); and we came to a sudden stop. I assumed it was a bolt that sheared off from the tow bar. I was convinced more so when the tug driver removed himself from the tug and walked to the nose wheel. I was then informed by the ramp agent via the intercom that the aircraft was pushed into a fuel truck and the lower portion of the winglet (aircraft right) was damaged. I asked the ramp agent to pull us back to the gate which he did. I contacted maintenance to meet me on the ramp to survey the damage.


Second narrative: After completing the Before Push checklist and receiving clearance to push from ramp; I turned on the aircraft beacon and we commenced the push off gate. After what only seemed like 20-30 ft. we came to an abrupt stop and the ground crew informed us that we hit a fuel truck. I opened my window and saw a fuel truck parked next to a B737 parked at [nearby gate]. Due to it still being dark out and the angle by which I was assessing the situation I could not see any damage to the aircraft or fuel truck. Also; I could not assess whether the fuel truck was moving or parked at he time of impact. Through conversations with my Captain; I was informed that the wing walker stated that he held up his wands in an X fashion to instruct the tug driver to stop. As far as I know nobody; employee; customer; or otherwise; had sustained any injuries.


Synopsis: Flight and ground crew reported a ground collision between a B737 and a fuel truck on push back.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Citation X (C750)
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working departures and arrivals. I was working a BE1900 on a right downwind to the airport to eventually hand off to the Arrival Controller. I also had released a C750 off another nearby airport heading 090 climbing to 2;000 FT. I handed off the C750 to the D Controller which works north departures. The BE1900 was 4 miles north of the C750 having 270 leveled 3;000 FT. I notice the C750 turning northbound right into the BE1900 leveled at 3;000 FT. I told the BE1900 to turn right and descend to 2;000 FT. The D Controller noticed the conflict when the CA/CA went off and climbed the C750; they got really close. The D Controller was being trained at the time by a newly certified CPC. When I ask them what happened later they told me they thought they climbed the C750 to 5;000 FT. A new CPC should not be training. They both did not notice that their aircraft was leveled at 3;000 FT and turned into my airspace at 3;000 FT.




Synopsis: TRACON Controller described a conflict event when an adjacent Controller; receiving OJT; turned an aircraft into occupied airspace. The Controller expressed concern regarding the OJTI's minimal experience.
Date: 201703
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Crossing Restriction Not Met
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: Captains leg; departed on runway 1R out of LAS. We climbed out on the Cowboy 6 RNAV; and as we briefed at the gate; flaps 1 would remain extended in order to make the 13000 ft at or above crossing restriction at RIOOS. The Captain maintained airspeed just above the hook in order to fly a maximum rate of climb for SID compliance. Somewhere between 8000 and 9000 ft we received a TA indicating that an aircraft was climbing from behind and below us; and in close proximity. ATC then assigned us a right turn to the south just as we received the TCAS RA and the corresponding display on the PFD. In order to comply with the RA; The Captain raised the nose just enough to put the aircraft in the bottom of the green bar; and also simultaneously turned to the ATC assigned heading. Sometime during the event; the conflict aircraft (flight on the same departure) was also given altitude and heading instructions that may or may not have increased the conflict. I observed that the 737 was also turning to the south in order to avoid us. Whether or not he was responding to his own RA instructions; or ATC's instructions; I simply don't know. After the RA was resolved; ATC indicated that we should've notified him that we were flying a slower than normal airspeed in order to comply with the SID crossing at RIOOS. I informed the controller that the slow airspeed was for operational purposes to comply with the altitude restrictionIn retrospect; this was clearly a restriction that only an A321 could make if it were something close to its empty operating weight. In my opinion; the constraints on this departure do not conform to the A321's capabilities; especially considering that this was a very cool day in March as opposed to a high; hot; heavy August scenario.




Synopsis: A321 First Officer reported an aircraft triggered a TCAS RA from behind and below on the LAS COWBY6 departure. ATC commented on the slow climb that the flight crew felt was required to meet the 13;000 ft crossing restriction.
Date: 201504
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B LAX
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: After receiving a briefing from 800-WX-BRIEF; no TFR's were to be active along the planned flight path at the purposed time. A day VFR pleasure flight was conducted. When approaching Dodgers Stadium it was apparent that there was to be a game because of the number of cars in the parking lot. I was familiar with the normal procedure for games and tried to keep at least a 3 mile radius from the event; as flight over the TFR would not be possible because of Class B airspace. While talking to another pilot on the CTAF in the area; it was suggested that I was in fact in the TFR rather than outside of it according to his information. Upon landing I called 800-WX-BRIEF to find out why the TFR was not listed. The briefer explained that since it was a published NOTAM they were not required to brief it. Solely relying on Flight Service to check for TFR's is not adequate. Use of other methods is advisable in addition to 800-WX-BRIEF.




Synopsis: PA28 pilot experiences a possible TFR entry near Dodger stadium due to not being advised of the TFR by the briefer at 800-WX-Brief. The briefer explained after the fact that since it was a published NOTAM they were not required to brief it.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Between setting Standard Power and 80 KTS; both the Pilot Flying and I (Pilot Monitoring) noticed an engine surge on the left EPR gauge as well as feeling it.  The Captain rejected the takeoff at 80 KTS.  The surge was approximately +/- .1 EPR.


Second narrative: [Reporter contains no additional information]


Synopsis: A B-757 crew reported a rejected takeoff at 80 kts because of a +/_ 0.1 EPR fluctuation.
Date: 201406
Local time of day: 1201-1800
Location: RKSI.Airport, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower RKSI
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Start of takeoff roll
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As power was set to reduced takeoff power; the aircraft made an uncommanded turn to the left. I applied right rudder to counteract the turning moment. It [continued to] turn hard to the left. I aborted the takeoff. Brought the throttles to idle and applied maximum braking but did not activate reverse thrust. The aircraft was only moving at 20 KTS or so at the time of the abort. There was heavy buffeting and the aircraft continued to the left even when the steering tiller was used to [attempt to] bring the aircraft right. The aircraft came to a stop on the left side of the runway. After we came to a stop; I attempted to taxi and the aircraft responded correctly to nosewheel steering. We decided to clear the runway and no abnormalities were noted [while doing so]. We then decided to return to the gate under our own power. Maintenance changed the right nose wheel tire due to heavy sidewall scuffing. After inspection of the nosewheel steering system no problems were found. An air carrier flight crew witnessed the event while holding short of Runway 33R. They reported to us on the radio that the nose gear was turned 45 degrees to the left; skidding and smoking until the aircraft came to a stop.The event could not have been prevented. In retrospect; if I had brought the throttles to reverse the forward thrust would have been stopped instantly. It took some time for the engines to spool down to idle thrust. Because of the slow speed at which the abort occurred; it was not intuitive to go to Max reverse. After much thought on the events of yesterday; this is the only thing I would change.




Synopsis: An MD11 starting the takeoff roll was unable to center the nose gear steering and rejected the takeoff at low speed.