elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While performing preflight duties; we noticed that we would be carrying Dangerous Goods. We made a mental note that we needed the final DG summary prior to push. There were issues with cargo having been loaded incorrectly; which we were getting sorted out. There were also non-rev passengers being pulled off the flight and revenue passengers being added at the last minute. This set up a late departure scenario. So; there was much confusion just outside and around the flight deck as to what was causing this and what was happening. Then; everything was ready to go very quickly and the ground crew wanted to get us off the gate since we were already 32 minutes past departure time.Just about as soon as we started the pushback; we realized that we did NOT have the final DG summary. We contacted operations and were told not to expect it until Chicago had the Final weights ready. So; we held position and did NOT taxi; until we received the Final DG summary.


Second narrative: Delay in moving cargo in forward pit caused our final Dangerous Goods report to not be issued in a timely manner. Pushed back before receiving final dangerous goods manifest.


Synopsis: B767 flight crew reported pushing back off gate without required 'Dangerous Goods Summary' due to distracting last minute changes.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Aircoupe A2
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Grumman American Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were running Runway 6 operations. When we are on Runway 6 our taxi routes get quite complex; Runway 18R is used as a taxiway when on Runway 6. A group of 10 planes had come in earlier in the day and they were all leaving at the time of the incident. Grumman called up to taxi out and was given the taxi instructions; taxi via Echo; Runway 18R; and Hotel; Cross Runway 18L. I believe I provided him with progressive taxi instructions as he was taxiing. Air Coupe called up right after him and was given the same taxi instructions. Air Coupe was also instructed to follow the Grumman and reported him in sight. Air Coupe was taxiing on Runway 18R as expected and was approaching his turn onto Hotel which runs adjacent to Runway 6. I was eating some food at the time and looked down to take a bite of food and that's when the Local Controller said he missed his turn and was going out onto the runway. The Local Controller had just cleared Grumman for takeoff and canceled his takeoff clearance. I instructed Air Coupe to hold position and then informed him that he missed Taxiway Hotel and had taxied out on to the runway. I then instructed him to make a 180; turn left on Taxiway Hotel; advised him of a possible pilot deviation and to call the Tower. After listening to the recorded transmissions between Air Coupe and myself it is apparent that he did not readback the taxi instructions correctly and I failed to hear the readback and correct him. Knowing that Runway 6 operations are tricky when it comes to taxiing; I should not have relied on the pilot to follow the proceeding airplane. I believe that by the pilot agreeing to follow the proceeding airplane it allowed me to relax and miss errors in the readback.




Synopsis: Ground Controller taxiing multiple aircraft to the runway with a 'follow the preceding aircraft' type clearance observed one of the aircraft entering the runway after the preceding departure.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Aircraft component: Reciprocating Engine Assembly
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Flight Engineer / Second Officer; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I rented the aircraft from the owner for an approximately 1-hour local VFR flight. A non-pilot passenger was invited to ride in the front seat for the flight. The airplane was placed on the taxiway in front of the hangar where it normally stays; and was facing northwest for the engine start. The plan was to start the engine; taxi to the fuel pumps; shut down; and top off the fuel tank. After fueling; I planned to start the aircraft and taxi to Runway XX to depart on the local VFR flight. The aircraft has no starter and a hand-prop was utilized. I was the person that hand-propped the aircraft. After hand-propping; the aircraft accelerated away and to the right; impacting the hangar door. Neither the passenger nor I were injured. Best solution is to always have the PIC in the aircraft and have a second person hand prop. In lieu of this; having substantial chocks in place would be the next best option.




Synopsis: J3 Cub pilot reported the aircraft uncontrollably accelerated away and impacted a door after using the wrong procedures to hand-prop the aircraft.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Fuel Tank Cap
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Time Pressure
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising to ZZZ lost power due to fuel starvation about 20 miles northwest of ZZZ. Made the decision to land on the highway. Landed without incident. Upon inspection it was determine that we lost a gas cap on the right wing and air passing over the wing had siphoned the fuel from the airplane. The right tank gauge read full due to the fuel bladder being sucked up right under the fill hole. We acquired a new fuel cap aviation gas and took off from the highway after the local sheriff shut the road down for us.




Synopsis: Cessna 182 pilot reported a complete power loss and forced landing; due to fuel starvation associated with a missing gas cap.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Musketeer 23
Operating under: Part 91
Flight phase: Descent
Reporter function: Single Pilot; Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Maintenance Inspection Authority
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Procedure; Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Annual inspection was performed; item on annual checklist was to perform inspection of fuel gas-collator filter screen- inspection was complied with and no issues noted. I had personally flown the aircraft several times prior taking it for new owner delivery. After descending down from 7;500 ft. to 3;500 ft. I noticed the engine was running rough. RPM was low for cruise power setting and unable to get more than 2000 RPM. [I] decided to land aircraft immediately at ZZZ.Maintenance on field discovered that one fuel nozzle was plugged. [They] cleaned fuel nozzle and replaced fuel supply line to the injector. Ops checked engine and it was all satisfactory. I insisted that we look into right fuel tank for contamination- no debris found. Later Maintenance performed another engine run and discovered that engine is running rough again. Continued with troubleshooting and discovered that screen element installed in fuel gas-collator was not the correct screen. I advised them to install new screen. They suspected unapproved filter screen installed. I did last annual on airplane and screen check. There was no way for me to know that the screen was not aircraft approved or type approved.




Synopsis: Aircraft Technician reported wrong fuel filter was installed.
Date: 201703
Local time of day: 0601-1200
Location: UUWV.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center UUWV
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: South of Moscow and a few minutes south of AMUTI both GPS dropped offline. It took the jet a few minutes for us to see 'unable RNP' but our first indication was a solid yellow line under the PFD and then on the bottom of the ND the RNP was 2.00/2.67 'inertial' in yellow. It felt like solid 2-3 mins before we saw the 'unable RNP'. To that point we were discussing why we weren't seeing it. I was in the checklist looking for the 'unable RNP' when we received the EICAS msg. We enabled radio updating which almost immediately brought us back to .06 ANP. But on the position reference page 3/3 the GPS info was blank so now the discussion became why we are not seeing 'GPS Inop'. We never did see that. The GPS was blank for 5-10 mins before it came back online but when it did it was intermittent for a few mins; I took this as a normal boot up. While it was fixing itself the GPS would jump to 2.50 ANP and .06 ANP jumping between the two distances several times over 10-15 minutes. Radio updating had limited effectiveness due to the limited VORs in the area. The Inertial solution showed an ANP of 19.6 the entire time; but wasn't a factor using/depending on it due to Radio and GPS updates were more accurate. We also saw a jump from RNP 2 to 4. Now the GPS at 2.67 was compliant with the airspace so the script went from yellow to green. The whole incident lasted 20 mins and we never did witness GPS Inop even though the data line for the GPS was blank for 5-10 mins.




Synopsis: B777 First Officer reported loss of GPS signal in the Moscow area that lasted for about 20 minutes.
Date: 202001
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Takeoff / Launch; Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi; In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Me and Flight Attendant 4 noticed stronger fuel exhaust fumes [than] we normally smell (or that's what we think it could have been) at some point between pushing back and idling waiting for takeoff.  We had performed our safety checks and were strapped into our jumpseats. I did not see any haze or smoke and I did not have a visual on the cabin in the Flight Attendant 4 aft facing jumpseat; but Flight Attendant 4 did not report that he saw any smoke or haze. While we both discussed the worse than usual exhaust fume Flight Attendant 4 complained of a headache and I felt 'out of it.' Brain fog is the best way I can describe it; but I had very familiar and muscle-memory kind of tasks to perform so we proceeded with service. After service; I told Flight Attendant 1 what we had experienced.  He called the Captain and reported the issue. Once we were deplaned in ZZZZ; a Mechanic came onboard but said he smelled nothing - more testing took place with all crew onboard. The deadheading Flight Attendant had left and our new Flight Attendant 4 was a part of this testing as well. After about an hour the crew were all feeling sick and stopped testing and left the plane. Most of nauseous and foggy.Place indicators of cabin air quality level throughout the cabin [at] all times clearly visible to both crew and passengers. [Have] oxygen masks for flight attendants at jump seats similar to those in the flight deck.  Much more awareness around air quality.  Objective measuring tools for mechanics at airports instead of just human sensory abilities. Medic at airports testing the flight crew immediately.




Synopsis: A319 Flight Attendant reported a fume event in the passenger cabin and associated health issues. At destination; medical testing was provided for flight attendant crew.
Date: 202103
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I wouldn't mind to serve the passengers with our normal service any other time however with the national crisis still going on and only about 20% vaccination rates. With the new menu option; I feel that it is still too early to provide these options.At first; I noticed even with the menu placard; several people lower down their masks to order their drinks despite the numerous PA about the mask compliance. It is quite distracting and uncomfortable environment to other passengers who are sitting next to them and myself. Few people were chewing their food and talking to me without the mask.The second thing is that more people are traveling which I am happy for however the social distance is impossible already. After serving snacks they immediately remove their masks. By the time I bring my drinks to serve; I am exposed to all these passengers and passengers themselves while they are chewing and talking themselves.The third problem is that more drinks; more contacts. Almost everyone touched my hands when I served the drinks. And immediate contacts with them handing over the drinks; it makes some passengers quite uncomfortable and distracted events for the crews.The fourth problem is that WiFi is inadequate and lots of people ask how or where to find the menu; it may sound simple to do it but it's not something that generally people are familiar with our website and not many frequent fly members on board. It takes lots of crew time and distraction in fact.Lots of crew members are still not having the access of the vaccine yet. I feel that our company put our crews in great danger in our work environment. If we follow the federal guideline; I strongly believe that we are not ready for this; yet.Thank you for your consideration and help in advance.We must vaccinate the crews 100%. I believe it is the upmost important event the company needs to focus on and resume the service we normally do after. This extra menu service; is simple I understand; however it still too early to say we are safe.




Synopsis: Flight Attendant reported it is too early to expand the inflight service. There are too many passengers with face masks down; talking with masks down; and social distancing issues during the inflight service.
Date: 202001
Local time of day: 1201-1800
Location: SAC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Demonstrating a 3 point landing on Runway XX at ZZZ with two students doing tailwheel training. There was 6-8 kts. of crosswind from the right; nothing particularly strong. Opted for 25 degrees of flaps and 60 MPH speed for final. On first contact with the runway my rate of descent was a little high resulting in a bounce; then a good touchdown a little left of centerline. Airplane was tracking right so I made a left correction which didn't have enough effect. Further and more aggressive attempts to correct the track also had no effect with the aircraft increasingly weather-vaning to the right. Full left rudder and full left brake were applied and held as the airplane crossed the centerline and then exited Runway 30 into the grass. As the airplane slowed it came back left and I released the rudder and brake. We came to a stop parallel to the runway. No damage to runway or the airplane; but recent rain left the grass very muddy and soft so we became stuck. Airplane had to be pushed out of the mud back to the runway with help from the local FBO.




Synopsis: Pilot reported that a crosswind on landing resulted in a runway excursion.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew; Person Ground Personnel
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On takeoff at rotation speed (after decision speed V1) it took a very extreme stick movement to get the aircraft to rotate. This also consumed approximately 1;000 extra feet of runway. After lift off; the aircraft trimmed a large amount from the original setting. I assumed that this was due to misloading since we set the proper trim. After 25 minutes from pushback (in flight) we received a message from Operations that the Weight and Balance (W/B) was off by 40 bags in the front bin. Had this happened at a short runway airport this might have resulted in an accident! Why did it take that long for Operations to communicate the problem? Do these out stations have any idea how to get hold of the aircraft during taxi (call the Tower)? Does the training for the outsourced stations express how dangerous a W/B mistake can be? Why did it take so long for them to admit the mistake?




Synopsis: A320 Captain used an abnormal amount of aft stick to get the aircraft to rotate during takeoff. Once airborne it is determined that the aircraft has auto trimmed to a substantially different setting from the takeoff setting. A message is received from the company indicating that 40 bags were loaded in the forward bin but not accounted for in the weight and balance.
Date: 202102
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach; Landing
ATC / advisory: Center ZZZZ
Aircraft component: Coalescer Bag
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach; hitting sterile cockpit an unusual odor described by many crew members of dirty socks; feet; filled the cabin for the remainder of our flight as we landed. As I was sitting in my flight attendant jump seat a rancid like smell filled the forward galley; I then spoke to the Lead Flight Attendant who noticed it as well. After the detection I called the back to ask if the odor was in the back as well. The entire cabin smelt of dirty socks. As for the cause we are not sure. After informing the Captain during approach; I was then informed on why it smelt after all passengers were in the process of deplaning. He informed me it was due to the ozone layer. After the detection of the smell; I informed the lead as well as contacting 4 doors confirm if they are smelling it as well. The Lead then informed the pilots about the smell. The aroma of dirty socks; may typically be the notice of engine oil vapors seeping in. Which is usually known as 'bleed air'. If at high enough concentration flight crew as well as passengers can grow ill.




Synopsis: B767-300 Flight Attendant reported a cabin fumes event described as dirty socks odor during initial approach; which lasted until landing.