elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Dispatch
When detected: In-flight; Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Procedure; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: The Dispatch [group] has a program called HFR (Historical Fuel Report) in which the dispatcher is required for the most part to dispatch with a very low amount of fuel on board.  In the last week HFR numbers came back showing I was dispatching with 655 lbs above HFR; which I know was a very incorrect number.  After flights had completed; I went back and removed exactly 600 lbs from ramp so I could see what my extra would have to be to comply with what the Company was asking for so I could go back to my Manager with an idea how much the program's numbers were off.  I attempted this only after the flight was completed so it would not have compromised ACARS flight numbers or safety.  However I did hit release to examine runway data.  The exercise was to examine burns and affects with the fuel.  The reason that was done is due to the Dispatch Manager posting dispatchers' fuel numbers which I feel is wrong and he even talked about 'Fantasy HFR' in order see who can land with the lowest fuel numbers.  I feel we are being squeezed into dispatching flights with lower fuel due to what I believe are corrupted HFR numbers showing higher than dispatched fuel numbers.  The reason for the exercise was for data gathering to conclude that to meet the 738 lbs HFR numbers I would actually have to release the flights with only 31-260lbs of extra fuel.  I should've never hit the release button and left it.  I should have returned it back to the original numbers after numbers had generated (approximately 600 lbs more in ramp/extra).  At the time my belief was that since the flights had been completed; this would not be a matter of safety; just simply data gathering.  Safety was not compromised; nor was I trying to cover up any illegal acts.  Those releases were never sent and the actual release sent was available in Sabre DECs.  This act will not be repeated.  I also believe safety has been compromised by posting HFR numbers; there is peer pressure to produce the lowest numbers; including dispatchers dispatching with such low fuel amounts they can't change alternates if they should fall below minimums.




Synopsis: An air carrier Dispatcher reported that his Company's Historical Fuel Report (HFR) program released his name as over fueling aircraft; which was not correct; thereby putting peer pressure on dispatchers to possibly illegally under fuel aircraft.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Time Pressure; Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Human Factors

Narrative: AVIATE. NAVIGATE. COMMUNICATE. Never in my XY+ years of being a professional pilot have there been so many issues with ATC communications; and this includes Reagan firings; ATC floods and fires; facility evacuations; earthquakes; etc.; etc. Controllers are working two and three frequencies; causing missed clearances due to frequency congestion and in this case today; the Tower Controller was so busy that Controller gave a very complicated taxi clearance during the landing rollout at 100 knots and during a pilot-operating change from First Officer landing to Captain taxiing on a wet runway. The reversers weren't even stowed.




Synopsis: Air carrier Captain reported ATC gave a very complicated taxi clearance during the landing rollout at 100 knots.
Date: 201404
Local time of day: 0001-0600
Location: PMDY.Airport, FO
Flight conditions: VMC
Light: Dawn
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch; Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Dispatch and flight crew failed to notice that PMDY was possibly no longer a suitable ETOPs alternate based on the information provided.




Synopsis: A B777 crew flew an oceanic flight with PMDY as an ETOPS alternate; but it was not legal because of inadequate weather information.
Date: 201212
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Chart Or Publication; Aircraft; Procedure
Primary problem: Procedure

Narrative: Denver has posted new RNAV STARs which are unsafe and full of distractions. First of all they are on multiple pages displayed in half [sections]. Today we started out on the TSHNR which states in its notes that its ['corresponding STAR'] is the MOLTN if DEN is landing north. Denver was landing north today and also west on 26. So what are we really going to fly? We installed our filed TSHNR arrival; and then we [were] changed to the MOLTN STAR on descent. Then we were given 080 heading out of BAACK. [This caused] a lot of confusion and the changes resulted in distractions during the descent. The next safety issue was that we had an A320 with the newest; most sophisticated FMGC aboard which was unable to fly the speed and/or altitude restrictions in these new arrivals. We had to kick off the autopilot twice and the auto throttles once and hand fly to keep up with all the altitude and speed changes. This is the best technology and it was not even close to being able to comply with the multiple altitude windows and speed changes in these new arrivals. An example was for the aircraft to cross an altitude window between FL250-FL220 at 280 KTS. Instead of complying with the speed it dove for FL220 and was going to be 40 KTS fast. These new arrivals are beyond the aircraft's capability and will distract pilots into mistakes. Please help.




Synopsis: An A320 First Officer expressed concerns about the newly initiated RNAV STAR procedures at DEN; believing them to be excessively complicated and demand capabilities the state of the art FMGC installed on his aircraft was unable to provide. In the instant case it was necessary to disconnect the autopilot twice and the autothrottles once to avoid non-compliance with crossing restrictions.
Date: 201809
Local time of day: 0601-1200
Location: ICT.Airport, KS
Flight conditions: Marginal
Light: Daylight
Aircraft: Cessna Citation Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ICT
ATC / advisory: TRACON ICT
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After putting down gear handle at FAF right main gear light did not indicate down. Had time to discuss next actions with crew for go around. Notified ATC of situation and intentions. Climbed to safe altitude and entered hold over VOR. Crew discussed next actions. Cycled gear to same result. Discussed next actions and plans between flight crew. After decision to run emergency procedures to blow down gear briefed ATC on plans and intentions. Briefed passengers on situation and safety procedures. Executed emergency checklist for gear would not come down. Procedure was successful in indicating all gear down. Notified ATC of intent to fly by and get visual confirmation of all gear down then proceed back out for a full stop landing and shut down on runway. Executed that plan. After successful landing evacuated passengers. Had gear inspected for safe towing. Had airplane towed to maintenance facility.




Synopsis: CE-560XL Captain reported on approach a right main gear unsafe indication was present.
Date: 201507
Local time of day: 0001-0600
Location: CZQX.ARTCC, NF
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: 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: Human Factors; Weather
Primary problem: Weather

Narrative: Approaching 4540N in Gander Oceanic airspace. A weather deviation 10 miles left of track. Was back on track by 4540n. Gander Control questioned deviation.


Second narrative: On NAT X; we deviated left of course for weather between N43W050 and N45W040 10 miles. We returned to track centerline after weather deviation before N45W040. We were questioned by Gander Oceanic about our deviation upon contact with them.


Synopsis: An air carrier flight crew deviated for weather in Gander Oceanic Airspace without a clearance.
Date: 202109
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Aircraft component: Combustor Assembly
Component problem: Malfunctioning
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Date at XA:50 I started my hot inflation on the aircraft at the [event].  After 4 to 6 blasts into the envelope the left blast valve became stuck in the open position.  I attempted to stop the flame 2 to 3 times at the blast valve and then ended up shutting off the propane at the main tank.  Due to the valve being locked open I did my best job to ensure that the large flame was controlled.  In doing so I burned 1 color panel and 3 Nomex panels on the aircraft.  The burner is a Cameron Super single.  The burner did not act in this manner during my pre-flight checklist.Mr. X; a certified repairman; looked at the burners after the event.  He concluded the o ring in the left blast valve needed to be lubricated.




Synopsis: Balloon pilot reported that during hot inflation a burner valve became stuck in the open position resulting in the flame burning several panels on the balloon.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Government
Operating under: Part 91
Flight plan: VFR
Mission: Utility / Infrastructure
Flight phase: Taxi
ATC / advisory: FSS ZZZ
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors; Weather; Procedure
Primary problem: Ambiguous

Narrative: I landed on a ridge. I landed to the North and came to a complete stop. I proceeded to taxi and turn upon which the tail of the aircraft abruptly rose with the prop striking the ground. The aircraft came to a rest in the vertical position. I exited the aircraft and righted it back onto all three wheels to keep the aircraft from getting blown completely over. As I worked to secure the aircraft the wind progressively increased and the wind chill became approximately -20 to -30F. I was aware of a large system coming through the area which would bring high winds the next day and a local pilot informed me via VHF that it was going to blow somewhere in the neighborhood of 80 mph where I was located. The ridge I was located on provided no shelter and little opportunity for securing the aircraft against any significant wind. The aircraft had no significant damage other than the bent prop. A propeller of the same design was flown in and installed. With the concern of the safety of myself and the aircraft in mind; the decision was made to relocate the plane back to the airport versus spending multiple days and nights in an inhospitable area with significant weather approaching. Better awareness of the wind direction and speed along with greater consideration of the terrain being taxied over along with quicker corrective action could have prevented this incident.




Synopsis: A PA-18 pilot landed on a ridge top and while taxiing the wind lifted the tail causing a propeller strike. With a front approaching in very cold weather; a new propeller was flown out so the plane could be recovered.
Date: 201504
Local time of day: 0001-0600
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Human Factors

Narrative: After landing on Runway 28C; ATC ground controller instructed us to hold short of taxiway D on EE; then follow an aircraft under tow on taxiway Alpha-18; then Alpha to the ramp.  As the aircraft cleared in front of us; the Captain started rolling and then we received a revised clearance from ground controller to continue holding on EE for an RJ approaching from our left on D; then follow aircraft under tow to the ramp. Captain stopped our aircraft on taxiway EE; well short of taxiway D but with the aircraft nose blocking one lane of the ground vehicle service road.  Ground service vehicles to our left and right had stopped at this time; so we assumed that they would not move until we completely cleared the service road.  As the RJ cleared the intersection of EE on D; captain released the brakes; and just as we started rolling; the first officer saw a truck approaching and immediately alerted the captain to stop the aircraft.  The captain immediately stopped the aircraft; and we both watched in amazement as a truck passed on the open service road lane; from our right to left.  As he passed; I would estimate that the left side roof of the truck passed within 3 feet of the nose cone of our aircraft.  This was the closest that I have ever come to a metal bending ground incident.


Second narrative: After landing Chicago O'Hare 28C and clear of 28R were given taxi N; EE; hold short D to follow an aircraft under tow via A18; A to ramp. Ground then instructed to give way to an RJ approaching left to right on B which caused me to stop partially on service road. All service vehicles were stopped at that time. We were cleared to continue to follow the aircraft under tow upon which we began rolling but to our amazement a truck began passing right to left in front of our aircraft. The First Officer recognized and called stop. I promptly stopped the aircraft and the truck made no effort to stop or swerve missing the plane by less than 10 feet. This was too close for comfort! The taxi light remained on throughout the taxi.


Synopsis: An A320 flight crew describes a near collision with a catering truck at ORD after holding short of a service road for two aircraft to pass. The catering truck began to cross the taxiway and did not stop; at the same moment the Captain begin to taxi. A quick stop by the Captain was required.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Flight plan: IFR
Mission: Ambulance
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was vectored for a visual approach to Runway X.  When asked to contact Tower I switched frequencies; but forgot to contact the Tower and unfortunately landed without a clearance.  During this time I was monitoring my medical crew in the back as we had a very sick passenger on board. This is not an excuse but with all the COVID-19 patients we've been flying the last few weeks I've just found myself a bit preoccupied with thoughts of bringing the virus home to my family and not knowing it.  That being said; even with everything that is going on; as a professional we still need to pay attention to the task at hand and not get complacent. That truly is why this happened I feel.  We get comfortable at our home environment; beautiful day and we forget the simple things that are a vital part of the operation.  It's been fairly quiet at the airport except for a few passenger and air ambulance flights; so there was no infraction of airspace or anything that involved another aircraft but is still something that after years of flying I can't believe happened. Bottom line; we have to pay attention!




Synopsis: Pilot reported landing without clearance and cited the COVID-19 environment as a contributing factor.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All was normal until final approach in visual conditions. On final; 'ANTISKID INOP' annunciator appeared; at same time 'PWR BRKS' breaker was popped. Advised Tower that we wished to go around and troubleshoot. Completed the go-around and was handed off to Approach. They provided delay vectors while we ran the QRH. A problem arose; as the QRH for the 'ANTISKID INOP' does not include the 'PWR BRKS' breaker. Instead; it looks at the 'SKID CONT' breaker. The rest of the QRH was completed. With this discrepancy; and no time issues; we attempted to contact Company Maintenance both by flight phone and personal device; with no success. As we returned to the problem; the 'LO BRAKE PRESS' light was now also illuminated. This QRH was also followed. It was now determined that we would be using the emergency brake handle on landing to stop. The emergency was declared with Tower; and asked trucks to be standing by. We decided to use Runway 28 now; as weather was not a factor and this provided long surface. Passengers were briefed; and the approach and landing were uneventful. We were chocked on runway until a tug was able to take us to the FBO.I do not have suggestions as to how to avoid a recurrence of this event; but it may be necessary to follow up with the appropriate people as to the QRH. The initial light and CB were not as we expected in the QRH usage.


Second narrative: Slowed the aircraft after touchdown with max thrust reverse and stopped using the emergency brakes.


Synopsis: In response to anti-skid and brake failure warnings on final approach the flight crew of a CE-560XLS executed a go-around; followed the appropriate QRH procedures; declared an emergency and landed safely using max reverse thrust and emergency brakes to a full stop.