elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Light: Dawn
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Company Policy; Human Factors; Staffing
Primary problem: Staffing

Narrative: Once again; the midnight controllers were put in a situation that was completely unacceptable; unsafe; and just simply dangerous.  I walked into the area and the midnight controller has over 40 aircraft in the list and I would estimate was talking to 25-30 aircraft.  There was nothing in place to help the Controller; TMU had done nothing; [and] the Mid Supervisor was doing nothing.  When I took the position; it took me 25 minutes to get control of the sector and split it out and by then; we probably should have had four sectors open.  It was complete breakdown of all procedures we follow; safety was totally compromised this morning. Do anything; anything would have been better than what happened this morning.  No restrictions in place; no Supervisor getting the other midnighter back; literally nothing was done.




Synopsis: ZDC Controller reported a sector was overloaded at the end of the mid-shift and no one was there to help the Controller.
Date: 201205
Local time of day: 0001-0600
Location: LSGG.Airport, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Tower LSGG
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were at 7;000 MSL on the arrival to Runway 05 at LSGG. The weather was VFR; clear skies and unlimited visibility. The aircraft started map shifting as we were attempting to fly direct to LUSAR. We got several IRS NAV ONLY and VERIFY POSITION FMC messages. At about the same time; ATC gave us vectors for the approach. The airport and runway were visible as well as the hills beneath the aircraft. As the pilot not flying; I switched over to raw data to monitor the ILS. ATC gave us descent to 4;000 with a turn to intercept the localizer. We were cleared for the approach when established.The approach continued normally until approximately 400 AGL when the EGPWS started giving 'Caution Terrain; Too Low Terrain; Pull Up; Pull Up' warnings. We verified we were on glide slope; localizer and PAPI with no terrain in front or beneath us. The gear and flaps were verified in landing configuration. We continued the approach to landing. The EGPWS Pull Up warning did not cease until the aircraft had slowed to about 40 KTS. We entered a log item in ACARS and gave a verbal report to LSGG Station Maintenance. The mechanics acknowledged that this event has happened before.


Second narrative: [No substantive additional information was provided by the secondary narrative.]


Synopsis: In CAVU daylight conditions the flight crew of a B767-300 encountered multiple map shifts and erroneous EGPWS terrain warnings while on approach to LSGG. The approach and landing were conducted normally despite continued warnings from the malfunctioning systems.
Date: 202002
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 7
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Government
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZZ
ATC / advisory: Tower ZZZZ
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing Roll
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: During the final landing phase the winds reported by ATIS prior to my landing were estimated at 100 degrees at 14 kts. During the flare I felt comfortable with the landing configuration and adjusted power to idle. While on ground effect I encountered a sudden strong mechanical thermal turbulence from the right side of the aircraft coming off the hangar structures that are in close proximity to the runway. The aircraft nose veered to the left; towards the grassy area located on the left side of the runway. The aircraft continued moving slowly on the grassy area. The engine power was on idle and no excessive braking action was applied. The aircraft slowly turned towards a taxiway and brought to a complete stop. Then I followed Tower instructions to continue to the ramp.I proceeded to park the aircraft and secure it down. Airport Rescue and Airport Supervisors showed up immediately next to the aircraft. Upon inspection of the aircraft; we observed no damage to the aircraft; the propeller; wings; empennage or airframe. No damage occurred to the airport property. There were no injuries and I was the only person on board of the aircraft. Contract maintenance personnel inspected the aircraft and reported that there was no damage to the aircraft.




Synopsis: C172 pilot reported a strong gust of turbulence from one side forced his plane to veer off the runway.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Other push back
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During push back; we received a Main Cargo Fire warning. There was no smell in the cockpit. We thought maybe it was a false alarm due to the fact we had just been de-iced. We had maintenance pull us back into the gate. As we were being pulled back in; the warning would momentarily discontinue but would then come back on. Maintenance came on board to investigate and noticed a low lying odorless fog throughout the main cargo deck.CFR (Crash Fire Rescue) was called to investigate. Cans were moved to identify source.Prior to push back; we were de-iced and waited a least one minute before the packs were turned on. Upon leaving for the hotel I was told that maybe de-ice fluid entered somewhere it shouldn't have.Cause - I still don't know; but speculation was de-ice fluid entered somewhere it shouldn't have.




Synopsis: Captain reported a fumes event during pushback resulting in the aircraft being pulled back to the gate for Maintenance investigation.
Date: 202102
Local time of day: 1201-1800
Location: AWO.Airport, WA
Weather elements / visibility: 10
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Other unknown
Operating under: Part 91
Flight plan: VFR
Mission: Other unknown
Flight phase: Final Approach
Airspace: Class E AWO
ATC / advisory: Tower AWO
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Other unknown
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Situational Awareness; Confusion; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying into AWO. The winds favored Runway 29 as they were out of 270 at 10 knots with peak gusts of 21 knots. All aircraft had been landing [Runway] 29 all day. I was making all of my turn calls doing laps in the pattern and noticed that there was an aircraft in the patter behind me. They had no lights on; so I checked my Foreflight running on Sentry to see if they had an ADSB beacon and they did not show up. I made a few calls asking if anyone else was in the pattern and repeatedly made my calls Crosswind; Downwind; Base; and Final all landing Runway 29. I incorrectly assumed that anyone else with common sense would also be landing [Runway] 29 given the strong gusty conditions. On Final approach; out of the corner of my eye; I noticed an aircraft to my left coming in on Runway 34. At AWO there is a hot spot on the final approach where incoming airplanes could converge. We were less than 100 feet off a collision course if evasive action was not taken. The other aircraft made no modifications to their course and I immediately climbed 100 feet to avoid a potential collision. I decided to land long to taxi over and see who was flying the aircraft and under what conditions.The aircraft which had two people inside both wearing headsets. While taxiing past them I called their tail number on the radio and received no response.I believe that whoever was flying the aircraft was intentionally avoiding awareness that they were indeed flying and were doing so in a way that endangered me and others in the area.




Synopsis: Single Private Pilot reported a NMAC at this location during final approach.
Date: 201409
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuselage Door Frame
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: MEL; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: ZZZ Maintenance found a 1.5 inch crack on the R-1 door threshold. They referenced Engineering Repair Order (ERO) 53-XX as the document to place the threshold crack on a deferral requiring Repetitive Inspections. When I reviewed the document before issuing the Deferral; I missed that the ERO was not effective for a 737-900ER. Sometime after the Deferral was issued; someone from ZZZ Maintenance entered into the Maintenance Computer program a revised ERO with a 'check each flight' inspection requirement but failed to notify anyone in Maintenance Control of the change.




Synopsis: A Maintenance Controller reports he missed a 'note' on an Engineering Repair Order (ERO) for an R-1 door threshold crack deferral that stated the ERO was 'not effective' for B737-900ER aircraft. Adding to the confusion; a later entry by Maintenance had revised the ERO without informing Maintenance Control.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: This aircraft was enroute from ZZZ to ZZZ1 on an IFR clearance that was obtained after departing ZZZ VFR. The pilot requested a clearance to ZZZ1 via ZZZ2 direct after climbing to an altitude where we could hear him on the radios over ZZZ. I checked the route which ran directly between a small restricted area and a high terrain box that we are used to dealing with northwest of ZZZ2. I also noticed a terrain box of 8;900 feet; and thought the requested altitude of 9;000 feet and the route of flight was safe. I failed to observe a smaller terrain box which requires a safe altitude of 10;000 feet. When the Minimum Safe Altitude Warning alert went off; the pilot was apparently in a small area of poor radio reception and I was unable to get an acknowledgement from him from either the of the TRANSMITTERS available to me.His position and altitude are generally not a problem from one of the transmitters. I had to switch a commercial aircraft to the low altitude frequency to relay a climb clearance to the pilot; which took an extra minute or two; by which time the aircraft began to transit the 9;900 foot terrain box at 9;000 feet. He climbed to 10;000 feet shortly after and was also able to hear me on the radio a few seconds after the clearance had been relayed by the commercial overflight. Pay more attention to the terrain boxes even if you think after the initial scan that everything looks good.




Synopsis: A Center Controller reported they approved a direct route for an aircraft which placed the aircraft below the Minimum Vectoring Altitude. The reporter had to relay climb instructions through another aircraft due to poor radio reception.
Date: 201407
Local time of day: 0601-1200
Location: FLL.Airport, FL
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground FLL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: During taxi out to Runway 10L I may have inadvertently entered Taxiway T4 prior to contacting Ground control. I believe I was asked to hold at this taxiway and would be switched to Ground Control from Ramp Control. Just as I was entering this area Ramp Control sent us to Ground control who told us to continue to Runway 10L via Taxiway C. I believe I had mistaken the intersection of T4 and T5 as they are essentially co-located where C taxiway starts. There was no other traffic on these taxiways and no conflicts. I had slowed down to determine my position relative to this intersection prior to being switched to ground but may have been on T4 when switched. This intersection could use better signage and markings on the ramp to show you are leaving the ramp and entering a taxiway also adding a HS (Hot Spot) designation on the Taxiway chart would be helpful since it is an area where some landing traffic may enter the ramp/taxiway area rapidly as they exit the Runway.




Synopsis: B737 Captain believes he may have had a taxiway incursion at FLL when asked to hold short of Taxiway T4 and contact Ground. As the crew continues to taxi slowly Ramp Control issues instructions to contact Ground Control. Lack of signage was cited as a factor.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Wheels/Tires/Brakes
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was pilot in command of the Carbon Cub. Another pilot was in the front seat at the controls. We had departed approximately 30 minutes earlier and spent time at the practice area. We then got the ATIS and returned to the airport for touch and go's.I had spent 15 hours in this Cub the preceding week; instructing the owner who is nearing solo. I wanted an opinion on how the Cub felt to another pilot; hoping it might help me to better help the owner. I had the other pilot make a normal approach; full flaps. After a good landing with a normal touchdown he commented 'It's skittish all right' and at that moment the airplane entered a ground loop. I took control and we stopped on the runway after the unwanted excursion. I taxied the airplane clear of the runway and called for an aircraft tug to come and assist. The operations trucks responded; inspected the runway and retrieved parts of the right brake assembly. After 50 plus years of operating tail-draggers; a dose of humility was probably overdue.




Synopsis: Two pilots aboard a 'Carbon Cub' LSA suffered a ground loop after landing during which parts of the right gear brake assembly separated from the aircraft.
Date: 202007
Local time of day: 0601-1200
Location: RYN.Tower, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight phase: Takeoff / Launch
Airspace: Class D RYN
ATC / advisory: Tower RYN
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While I Aircraft X was on final approach; Tower cleared Aircraft Y to take off Runway 6R. Tower then advised me that an aircraft would be departing 6R in front of me and I acknowledged I had sight of the aircraft. Aircraft Y was holding short of Runway 33 on Taxiway B; Aircraft Y then took off on Runway 33 narrowly missing operations vehicle that was on Runway 6L. ATIS stated Runway 6 was in use and this the common hold short line when Runway 6R is in use. The Tower Controller did an amazing job quickly alerting the Ops vehicle to stop before the two collided.




Synopsis: Pilot reported while on final to RYN airport an unsafe ground operation was observed involving an automobile and an aircraft.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: We were taxiing from the landing runway to the gate and turning right onto Taxiway 1 from 2 when the airplane started sliding in the wrong direction (to the left); the Captain had the tiller going right however; the airplane still was going left so he applied the brakes and momentarily activated the right thrust reverser in an attempt to quickly stop the forward momentum of the airplane before sliding off the taxiway. He was able to get the airplane completely stopped while still on the taxiway with no further issues.We believe the taxiway was more slick than expected due to the wet conditions of the field.In the future; we think even slower taxi speeds would help; even though we were taxing at a good safe and slow speed at the time of the occurrence. Also; we would probably elect not to shutdown the number 1 engine in the future to help eliminate any chance of asymmetric thrust on wet taxiways.




Synopsis: CRJ-700 First Officer reported the aircraft began sliding to the left during taxi requiring the Captain to take immediate action to remain on the taxiway. First Officer cited the taxiway being slick due to the wet conditions as a factor.
Date: 202010
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Went in to see Person Y re: possible exposure to the COVID-19 virus. No matter when the Company found out they; 1) made 1 attempt to contact me and 2) did nothing; but ask me 'form' questions.I was told to self-monitor and quarantine for 14 days from date of exposure. Really! I've worked 9 of 13 days. (Had 2 days off after being exposed which at that time could have been a spreader.)-Company only made 1 attempt to contact me of possible exposure.-Repeatedly told me 'my overall risk is very; very low.'The Company is dealing with one's health. I'd say they need to show a little more urgency; and watch wording i.e.; self-quarantine for 14 days; when you've worked 9 of the 13 with 1 quarantine day left when being notified was a joke.  Don't try to play Doctor.




Synopsis: Flight Attendant reported concerns with company's actions relating to COVID-19 possible exposure.