elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Beech F90
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left engine; low fuel pressure light; turned on standby pump; engine quit. The auto feather worked as designed; I continued the approach; I had already been cleared to land. The landing was made without incident. After landing; each outboard fuel tank showed 300lbs of fuel; about 1 hour at normal cruise. Because I suspected fuel starvation; I had both outboard tanks topped off. The tanks had a 50 gal imbalance. With the tanks full a 250 pound difference was found. Both fuel gauges will be examined and repaired as necessary.

Callback: The reporter confirmed that the problem was fuel starvation due to fuel quantity indication malfunction.



Synopsis: The pilot of a King Air 90 reported the loss of engine power on approach. After landing and refueling; it was discovered that a fuel quantity indication error existed that had led to fuel starvation.
Date: 201702
Location: ZZZ.Airport, US
Light: Night
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: Ramp
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Vehicle Driver; Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Push Back
Result: General Maintenance Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After normal push off [the] gate into the alley; the captain advised the tow tractor driver that he had been instructed by the tower to have the ramp crew tow the aircraft forward to clear the area behind the aircraft for another aircraft to be pushed off of the gate. The tractor driver gave a single hand up; fist closed followed by pointing over his head to indicate that he was going to move the aircraft forward. The wing-walkers misinterpreted this signal to be a simple brakes locked signal and disconnected the tow bar.After disconnecting; the tow driver signaled again to the wing-walker that they needed to tow the aircraft forward so he went to hook the tow bar back to the aircraft but it began to roll forward.The wing walker immediately stopped and moved away from the aircraft with the tow bar while the tractor driver put the tow tractor in reverse and backed away from the approaching aircraft while telling the cockpit via the head set to 'set brakes'. The tractor driver repeated the instruction to set brakes at least two more times before he received a response from the cockpit asking if there was a 'break-away'. The tractor driver responded yes and the aircraft brakes were set.The aircraft departed without further incident. There was no damage to the aircraft or any ground equipment and no injury to any of the crew working the flight.


Second narrative: I was pushing Aircraft X. While pushing the aircraft the captain asked me to pull forward to allow another aircraft to pushback. I gave the wing walker the signal that I was pulling the aircraft forward as he was disconnecting the tow bar I was yelling for him to stop I was pulling forward. He lift the handle to disconnect; I told him to put the handle back down the handle would not go back into place. I told him to disconnect from the tractor; and the aircraft started rolling forward at which time I told the captain to set his brakes. The captain asked was I pulling him forward; I said no because you have been disconnected. He was still rolling please set your brakes. He ask if it was a break away. Then he set his breaks and the aircraft stopped. I told him that the tow bar and the bypass was disconnected.My second wing walker was in the stop stance the whole time and never gave the pilot the set you brakes while the aircraft was rolling.


Synopsis: Ground personnel and a Captain of a B737 reported that the tow bar got disconnected without the brakes being set.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Crew stepped off aircraft and was on jetbridge. When I looked at my handheld it said we were boarding. So I replied back we had not been cleaned or sprayed yet so we were not boarding. About 3 to 4 minutes later 2 cleaners came up the airstairs and boarded. One had an electric vacuum in hand the other had [a] trash bag in hand. Shortly after a 3rd cleaner came on board with a bag of supplies and boarded the aircraft and put [the] bag down by the First Class Lavatory. About 5 minutes later another cleaner (gentleman with nothing in his hands) came up the airstairs and boarded the aircraft. Within 10 to 15 seconds the first 2 cleaners came off the aircraft and right after them the other gentleman came off the aircraft saying 'we are good to go.' One of my crewmember's asked him was the aircraft sprayed. He repeated 'we were good to go' and proceeded to exit the jetbridge door and down the airstairs. I and the other crew member both said I don't think the aircraft was sprayed as neither of us saw the cone being put in place nor did we see the sprayer. At this time the last cleaner with the bag with supplies came off. I asked her has this aircraft been sprayed? She said what did he say; I said he said yes; she proceeded to exit the aircraft.  I said can you please show me what you have in that bag; because if there is no sprayer in there; then there is no way our aircraft has been sprayed. She then said 'I will tell him to come back.' At this time the Gate Agent came down to see if we were ready to board. I explained the situation to the Agent and she said 'oh no I am so sorry; that's not right.' The Captain was on the jetbridge with us and we were all in agreement that we needed to be sprayed before we could start boarding. The previous gentleman came back up the airstairs with sprayer in hand and sprayed aircraft. When he was done; without further delay; we boarded and departed. The Gate Agent was very apologetic about the incident.




Synopsis: Flight Attendant reported a cleaning crew had to be reminded to properly sanitize the aircraft prior to passenger boarding.
Date: 201808
Location: APA.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E Y
ATC / advisory: TRACON D01
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: While on initial decent towards KAPA at the completion of a training flight; we received a TA. We maneuvered the aircraft to the north as the other aircraft was southbound. Once appropriate course was established; we resumed decent. However; the other aircraft then turned northwest in front of us and we received another TA. I elected to pull up and turn away aggressively while looking for the other aircraft. The student and I established visual contact and resumed our approach to KAPA. It should be noted that we nearly violated the Denver Class B airspace as a result of the evasive maneuver. This was the third close call in one day! We did contact ATC to confirm that no airspace violation had occurred and they confirmed we did not enter the Class B. It would be great if an alert area was charted in the areas SW and SE of KAPA. Thanks and feel free to contact me any time.




Synopsis: PA28 instructor reported three traffic conflicts requiring evasive action.
Date: 202103
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: CTAF AST
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Was flying with a friend around the area.  We departed and executed a 45 departure. After reaching 3 miles northwest of the airport (directly over coast) I turned southbound. I made a call on CTAF that Aircraft X was 3 miles northwest at 1;000 feet following the shore southbound. About 20 seconds after making that call I was looking out the left window and noticed an aircraft whiz from underneath and behind me and begin a turn inland. It is hard to judge the distance but he was way too close for comfort. Correcting an incident like this will only happen in 3 ways.1.Pilots use more time looking outside (I am sure he would've seen how close he was to me if he was paying attention).2.Radio usage especially in busy Class E surface like that of Astoria.3.Require the use of ADS-B in all controlled airspace. I had my ADSB on. This aircraft was not on ADSB and was not making calls. Further; he proceeded to preform touch and goes at Astoria without making a single call.




Synopsis: Pilot reported a NMAC with another aircraft which was not communicating on  CTAF.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; Fog; 1
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Procedure; Weather; Airport
Primary problem: Human Factors

Narrative: We departed for a flight to ZZZ with one passenger on board. I departed with 2200 pounds of fuel. Enroute; about 25 minutes airborne; I had the right low fuel pressure light come on. I followed the procedure to see if the light would go out. It went out and then came on dim for the remainder of the flight. All gauges were normal and no indication that the engine was affected in its performance.On our descent to ZZZ there was another aircraft on the RNAV approach to Runway XX at ZZZ. I talked with him on Unicom after he had landed and he reported the weather was at minimums; but OK. I elected to make the RNAV approach to Runway XX. Over the final approach fix at 2300 feet; I configured the aircraft for landing. We arrived at the MDA which was 800 feet. The autopilot was activated and I was monitoring outside for visual clues and scanning the instruments as well. After about 20 seconds I started seeing ground with about 3/4 of a mile forward visibility. I started a slow descent looking for the runway and that was when the aircraft apparently struck the top of what I thought to be a tree branch. I immediately executed a go-around and once I was at a safe altitude; I started to assess what had happened; what was working and my next plan. Both engines were running and I raised the gear. Once airspeed allowed I raised the flaps to 0. I knew that ZZZ1 was VFR so I did a quick calculation and determined that I had enough fuel to go to ZZZ1. My airspeed indicator was inoperative and both navigation radios and communication radios were inoperative.I turned toward ZZZ1. The GPS was intermittent. I climbed to 7000 feet enroute. I could see damage on the right wing. I landed at ZZZ1 on Runway XX with light gun signals from the Tower.




Synopsis: Beechcraft King Air F90 pilot reported that while descending from an RNAV Approach MDA he struck a tree branch; executed a go-around; and diverted to a field that was VFR. The pilot observed damage to the right wing.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Compressor Shaft
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Work Refused
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While servicing the engine in question; corrosion was discovered on the mid shaft. The proper documentation was made by an inspector. The mid shaft was given the final sign off as O.K. to install by a different inspector. After installation the corrosion write up was found and the intent was to repair while installed in the engine fan case/fan frame. Repair was started in accordance with Engine Service Manual.Task was followed until where it states that after removing material with scotchbrite to a level beyond 0.002 inch to 'blend to a maximum depth of 0.0035 inch to remove corrosion' and if this must go deeper than 0.0035 inch to [do another task] and then 'Shotpeen the blended areas.'Seeing that if more material was to be removed; and it needed to as corrosion pitting was still present; I brought it to my lead and showed him that it may need to be shotpeened. Shotpeening is not available at [this facility] so the mid shaft would have to be removed and sent for repair. This was brought to the attention of a foreman. There was agreement to sand it using sand paper further to remove more but not all corrosion; not use NDT to measure the ending thickness of the mid shaft; leave the mid shaft installed; paint/refinish it to cover the remaining corrosion and log it as repaired. Painting has been [completed; however] the original corrosion repair write up has not been signed off as repaired by either mechanic or inspector. Many certified mechanics have refused to sign it off as repaired due to the unapproved methods.

Callback: Reporter mentioned that the engine in question was still in the shop and is being re-assembled without the corrosion damage to the mid shaft being addressed as called out in the maintenance procedure.



Synopsis: Maintenance Technician reported compressor shaft corrosion was not addressed per Engine Service Manual specifications.
Date: 201408
Local time of day: 1801-2400
Location: SKRG.Airport, FO
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZZ
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Landed at SKRG on Runway 36 and exited onto Taxiway C. Ground control told us to hold position. I made sure that the tail of our aircraft was clear of the runway hold short line and stopped. Ground Control then cleared another aircraft to leave the ramp via Taxiway H. This was done in Spanish. I could immediately see a conflict with the other aircraft as it approached us. There would simply not be room for both of us at the intersection of C and H taxiways. I called Ground Control and she said standby and then rambled on in Spanish to someone else. At this point; we took matters into our own hands and flashed our turn off and taxi lights to get the attention of the other aircraft. Finally; the other aircraft stopped; preventing a certain collision. We then told Ground Control that we would turn left; southbound; on Taxiway A to Taxiway B and then taxi down Runway 36 northbound. She approved this. I asked the Ground Controller if she realized the problem. She was far too casual and even giggled. I don't think she had any situational awareness and was not aware of the problem. Adding to all of this was her repeated use of Spanish instead of English.I really think that this controller is incompetent and dangerous. She talks very casually and thinks everything is funny. Her use of Spanish made a bad situation worse. Had we not taken affirmative action; there would have been a collision.


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


Synopsis: After landing Runway 36 at SKRG a flight exited at Taxiway C and while holding was approached head on by another  aircraft which was not directed by Ground Control to stop. The U.S. crew flashed lights alerting the other aircraft but ATC acted casually and jovially to the ground conflict.
Date: 202105
Local time of day: 0601-1200
Location: CNW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground CNW
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: Received ATIS and requested taxi clearance with VFR Flight Following. Instructed to taxi to runway 35R via the ramp and cross Runway 35L. Started the taxi and received the VFR Flight Following instructions on the taxi. During taxi I was looking for the ramp taxiway lines; unable to see them due to fading. Entered Runway 35L; with no knowledge of crossing a hold short lines.  There is no difference between ramp and Runway 35L concrete and the ramp was covered in weeds.  Cleared the runway at 35L and asked for instructions from Tower to Runway 35R. Was instructed to taxi down Runway 35L to Taxiway G then holdshort of Runway 35R.




Synopsis: Corporate Pilot reported Runway Hold Short lines are faded.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Passenger vaping device battery caught on fire.The [Flight Attendant] #2 put out the fire with the Halon extinguisher.  Captain was notified. Passengers were asked to deplane and proceed to the boarding area.




Synopsis: Air Carrier flight attendant reported battery powered vaping device caught fire during boarding. Flight Attendant extinguished fire with Halon extinguisher; passengers deplaned.
Date: 202108
Location: ZZZ1.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pax Seat
Component problem: Improperly Operated
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
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; MEL
Primary problem: Human Factors

Narrative: Two seats were deferred that could've potentially blocked the exact row. We picked the plane up in the AM starting with Aircraft X from ZZZ. When we arrived after three flights back in ZZZ1 maintenance said it shouldn't have been deferred for possibility of blocking the exit row.




Synopsis: CRJ-200 First Officer reported maintenance Technician informed flight crew that deferred passenger seat not in compliance with exist row FAR.