elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 20
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Lost control in gusty crosswinds at touchdown.




Synopsis: C182 pilot reported a prop strike occurred during landing in a gusty crosswind.
Date: 202004
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B767-200
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Military
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Weather; Manuals
Primary problem: Human Factors

Narrative: Aircraft X was scheduled to fly ZZZZ-ZZZZ1. Just before scheduled departure from ZZZZ it was realized that Ops Specs did not have the ZZZZ1 CAT II approach. Attempts to stop the flight failed and WSI was consulted for a forecast for ZZZZ1. The flight became airborne and a usable WSI for ZZZZ1 was given to the crew. Then routing issues with approved permits was noted. Flight was filed on a route (return routing) vice over Country X and Country Y the actual southbound permitted route. The crew held over Country Z and later Country X as ATC worked to provide a usable rerouting over the appropriate counties. Since the aircraft was tankering fuel; the crew was able to hold as the routing was coordinated between ATC; Flight Control; and the flight.




Synopsis: Dispatcher reported flight assigned clearance routing not authorized in company Operations Specifications manual.
Date: 201810
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Flight phase: Other Towing / Taxiing
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Physiological - Other; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Equipment / Tooling; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: While towing an aircraft in a Super Tug; the cabin of the tug began to fill with what is best described as a burning smell and exhaust. As the tow progressed with the GPU on; the fumes inside the tug intensified and was almost unbearable. My eyes began to water and throat itch. To help remedy the situation some; we had to open all windows due to no air conditioning in this tug. By having to open all windows; it makes hearing the radio communication very difficult. Running the tug without the GPU on helps a little; but not as much as to stop the fumes from irritating sinuses and throat. This is the third time reporting this same issue to the Maintenance Garage with no fix. Today I was told by the Garage that unless the tug is on fire; it's ok to use. This is unacceptable to keep this tug in service with these potential harmful fumes that fill the cabin.




Synopsis: A Super Tug driver reported exhaust fumes entering the tug causes them to open the windows making radio communications difficult.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was receiving flight following services from ATC; and I had recently descended from 10;500 FT to 8;500 FT for traffic. As I was in the vicinity of a large Class C airport; my engine started to run rough. I turned on the fuel pump and switched tanks in an attempt to remedy the situation; but the engine was still running rough. At that point; I advised ATC of the situation and my intent to make a precautionary landing at the nearby Class C airport. This request was approved; and I descended and landed on Runway 26L without incident. On the ramp for the FBO; I did a series of ground checks. I found no issues at that time; and the problem appeared to have cleared itself. Concluding that the aircraft was airworthy; I made an uneventful flight to my planned destination. In hindsight; I believe the issue may have been a fouled spark plug due to my failure to lean the mixture as I made my initial climb to 10;500 FT. The problem appeared to resolve itself during ground checks at the divert airport.




Synopsis: A pilot failed to lean his PA-28-151 engine during climb out and fouled spark plugs may have been the reason for a rough running engine; which resulted in a precautionary diversion.
Date: 201506
Local time of day: 1201-1800
Location: D01.TRACON, CO
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach; Initial Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Morning arrival aircraft; first group of aircraft inbound for the day. There is an area of weather just west of finals runway 16R and runway 16L moving NE bound. Take position AR2 to work the arrival RAMMS/TOMSM gate with AR1 and AR3 arrival gates also opened. Told by the Traffic Manager; we are going to run ILS runway 16R and Visuals runway 16L and hopefully get all these aircraft in before the weather moves in. The first two aircraft next to each other on final could not see the airport and both had to do the ILS. Then a mad scramble for switching runways for the ILS approaches to runway 16L and runway 17R; because the 16's are too close to run ILS's next to each other. At this time no rate was slowed down; no holding of aircraft by the Center; it was still full speed ahead with all aircraft. As the weather moved further East; the wind shears arrived with the winds switching to 330/30kts. Sixteen airplanes were in final airspace at this time; with two go arounds talking to departure controllers. Finally the TM shut Center down and told Arrival controllers to hold the aircraft they had. There was so much confusion in the room because the TM did not communicate with all controllers as needed. One final controller had 3 different runways tagged on their aircraft because they didn't know where to take them. One final had 9 airplanes to hold on final and the other final had 7 airplanes to hold. At this time South Departure controller on DR4 had a heavy aircraft depart that needed to return to the airport. The departure controller did not know where to take them.Plan ahead. Don't hope things will work the way you want. This TM should have planned to run dual ILS approaches to runway 16L and runway 17R from the beginning. Then if the visuals were making it; bonus. To be held accountable for all the confusion and chaos caused by not preplanning. This hope it works is not how we are supposed to control!




Synopsis: D01 Controller reports of a shift where the TMC had planned one operation but that didn't work. Confusion ensued along with holding of aircraft; not knowing what runway to vector aircraft to; communication issues; and a departure aircraft that needed to return to the field.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student went up for a solo cross country with the departure airport takeoff beginning at around noon. Approaching the second airport my student was asked to 'follow the shoreline and report 5 miles out.' My student became flustered with the new command and pulled out airport diagram to evaluate the new situation and became distracted. To worsen the situation; my student had also set the wrong altimeter setting in his flight instruments so altitude was off. Slowly he began a descent down to 100 feet - 150 AGL before realizing the error outside VFR; and ATC contacted and told him to climb immediately. Situation resolved with correct adjustment of altimeter and evasive action back up to Traffic Pattern altitude (800 feet). Student and I had a debriefing on the ground about the incident. There we discussed possible ways to avoid staring at the instruments too long; reasons and ways of learning the correct altimeter setting; ways of being prepared for any situation PRIOR TO entering the airspace; and single-pilot resource management.




Synopsis: A flight instructor describes an incident that occurred while his student was on a solo cross country. The student became distracted while looking at the airport diagram and descended from pattern altitude to 150 feet AGL before the error is detected.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: A320
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: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: Taxiing into ZZZ. Captain had completed turn. Taxiing straight ahead he stated he had no brakes. I did not perceive his taxi speed as excessive for the conditions. Apparently the ramp had a thin layer of fresh snow on top of ice. I queried if I should set the parking brake. He agreed and shortly afterwards the airplane came to a stop. There was no damage to equipment or personnel. A ramp employee stated he threw a chock under a wheel because it appeared we were sliding.




Synopsis: A320 flight crew reported they encountered ice on the ramp and lost braking capability.
Date: 202004
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 50
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 33;000 ft. received EICAS message left engine overheat. Ran QRH which called for reducing power on left engine hacked the clock waited 2 min EICAS message and light did not go out. Shut engine down. [Advised ATC] divert to closes suitable which was ZZZ.




Synopsis: Pilot reported an engine overheat warning in cruise that resulted in an inflight shutdown and diversion.
Date: 201712
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: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Procedure

Narrative: I received a reroute; prior to leaving ZZZ that made Crew rest that night legal by only two minutes; no longer legal Crew rest after delayed first leg. Dispatch changed flight time from block of XA:55 to XA:45 to create legal rest for that night.Looking into this; it looks like this change should have only been done with Dispatch and Captain agreement/coordination. I did not receive any contact from Dispatch or Crew Scheduling at any point about that change. Even with the change by the time we landed it was a moot point. Legal reroute was created for next day.




Synopsis: Air carrier Captain reported Dispatch had changed the flight block time without communicating the change with the Captain.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dawn
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ; TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was climbing and near 4000 feet as per ATC instruction. The engine started missing; checked Throttle; Mixture; Carburetor Heat; Fuel quantity and all seemed fine. I [advised ATC]; to return to the airport. ZZZ Approach acted promptly and directed me to runway XY or any other runway I chose. I landed safely on Runway XY. Contacted ZZZ Ground and was directed to the FBO. Once on the ground the Airplane was checked for water contamination in the fuel. There was no obvious problem. I did a full run up to check the engine; it worked fine. Further inspection will be done in order to try to determine the root cause of the problem.




Synopsis: Single Engine Pilot reported during climb out the engine began missing. Pilot made a safe return to the departure airport.
Date: 202110
Local time of day: 0601-1200
Location: ACY.Airport, NJ
Aircraft: Other
Flight phase: Taxi
ATC / advisory: Tower ACY
Reporter organization: Other Unknown
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Chart Or Publication; Environment - Non Weather Related
Primary problem: Airport

Narrative: When taxiing from the Signature ramp to the runway; ACY ground often gives confusing or misleading instructions. Aircraft are instructed to proceed via Lima to Mike to Papa and Bravo (or LIMA straight to Bravo); but in order to get on Taxiway Lima; we first must enter onto Taxiway November. When clearance onto November is requested; we are told the entrance area is a non-movement area; even though it is not marked as such; and in fact; marked with taxiway signs for November.Contributing to the problem is an airport diagram that does not accurately depict where Taxiway November actually starts; or that the ramp we park at even exists. The diagram does not depict Taxiway November as starting at the entrance/exit to the Signature ramp; but only depicts it south of the entrance/exit. The conflict between what pilots see on the ground; how the taxiways are marked; and what ATC directs can be confusing.Additionally; the taxiways surrounding Mike and Lima intersections can be quite confusing; especially in low visibility situations. Recommend the airport paint taxiway signs to help pilots maneuver appropriately. Mark taxiways more accurately.




Synopsis: Pilot reported confusing airport taxiway markings and taxi instructions at ACY airport.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pilot flying called for flaps 1 at approximately 220 KTS. Pilot monitoring noted that the LE FLAPS TRANSIT light remained illuminated and the trailing edge flaps had stopped between the up and flaps 1 position (flap handle was in the flaps 1 detent). Captain coordinated vectors with approach to sort out the problem. After recognizing that we had a trailing edge flaps disagree abnormal; we declared an emergency with ATC and opted to divert to [a longer runway]. Dispatch was notified via ACARS; and a call was made to operations. Captain coordinated with the flight attendants; and made a PA to our passengers. The QRH Trailing Edge Flaps Disagree abnormal procedure was completed (alternate flap extension) and we took vectors for an uneventful landing. Landed flaps 15 per the QRH; made a logbook entry; and debriefed Maintenance personnel at the gate.


Second narrative: On approach; flaps jammed prior to reaching the 1 position. After verifying condition we asked ATC for vectors to evaluate issue. During initial review of QRH condition it became apparent we would not be able to fully deploy the flaps and would be unable to land at destination. We declared an emergency with ATC and asked for continued vectors to troubleshoot and configure aircraft for landing at ZZZ. Deployed flaps via the alternate system to 15 and landed without issue. First Officer did a superlative job as pilot flying. He coordinated with ATC; prepared for approach; and provided helpful analysis with a rather complex QRH procedure.


Synopsis: B737-800 flight crew experiences a flap anomaly during approach and after complying with QRH procedures elects to divert to an airport with a longer runway. An emergency is declared and flaps are extended to 15 using alternate flap extension switch prior to an uneventful landing.
Date: 201301
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Other / Unknown
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight crew received message HYD 3 ELEV OFF. Noticed that hydraulic fluid was decreasing. Ran checklist and called [Maintenance] and [Operations] via Sat phone. Fluid decreased to the point of having only .1 gallon left in the HYD 3 system upon landing. HYD 3 fail message came on at 1.0 gallons. Decision was made to declare an emergency on landing due to some lost system components. Landing was uneventful.


Second narrative: [Enroute on an overwater flight] a level 1 HYD 3 ELEV OFF/3-2 NRMP INOPERATIVE alert was displayed. System 3 hydraulic quantity was slowly leaking out of the system. We reviewed the QRH and turned off the respective pumps to conserve fluid. We decided to continue on towards [destination] and monitor system quantity. Approximately 1.5 hours out all fluid was lost and we declared an emergency through our Dispatcher. When we arrived in the [destination] area we configured for landing using the appropriate checklists and landed without problem.


Synopsis: MD-11 flight crew reported declaring an emergency after loss of #3 hydraulic system. They continued to destination for a normal landing.