elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 1201-1800
Location: SGF.Airport, MO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D SGF
ATC / advisory: Tower SGF
Aircraft component: Aircraft Furnishing
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During pre-flight was distracted by discussion with passenger of various aviation practices and failed to remove the aircraft tow bar. Taxied to runway and departed with no unusual indications. Completed 1.4 hour flight with no apparent problems with aircraft. When ready to push aircraft into the hangar was unable to locate tow bar. Realized the only remaining possibility was that I had taxied with it attached. I called the Control Tower and recommended they sweep the affected taxiways and runway. Airport operations found the tow bar approximately 1;800 FT from the departure end of the runway. Tow bar was scraped up and the retention spring was bent and separated from the bar but the bar was not bent or otherwise damaged. There was no apparent damage to the aircraft fuselage; propeller; landing gear; wheel fairings; tires or antennas. Not even a scrape in the paint! Maintenance inspection is still pending.




Synopsis: An experienced pilot was distracted by conversation with a passenger and neglected to remove the tow bar during pre-flight. This was discovered when attempting to reposition into the hangar after the flight. The tow bar was found off the runway with no damage to the aircraft.
Date: 201305
Local time of day: 0601-1200
Location: PVU.Airport, UT
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D PVU
ATC / advisory: Tower PVU
Second aircraft: PA-34-200 Seneca I
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: On right downwind for Runway 13 a Piper Seneca that had departed after us flew about 100 FT over us. We noticed the traffic at the last second and pitched down to avoid a collision. The Piper had turned early from the upwind leg during their departure to the south and that put them on a collision course with our aircraft flying downwind. We did not receive any traffic alerts from Tower. When I asked Tower why we didn't receive any alert he said that the radar track showed them passing behind us.




Synopsis: A DA20 instructor pilot and his student in the traffic pattern experienced an NMAC with a Piper Seneca that had taken off after them but passed overhead 100 FT while on downwind.
Date: 201502
Local time of day: 0601-1200
Location: ELM.Airport, NY
Flight conditions: Marginal
Weather elements / visibility: Icing; Snow
Light: Dawn
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ELM
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Other ground runup test procedure
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: The aircraft was sitting on a non-movement taxiway 150 feet clear of an active taxiway with the parking brake engaged.  The pavement was bare with patches of compacted snow.  An engine run-up was initiated.  The crew checked to see if the aircraft was holding traction.  Once the crew was convinced that the aircraft was not moving a test procedure was initiated.  During the procedure the aircraft lost traction with the pavement and began to slide.  Power was reduced and full propeller reverse was used.  The aircraft slid on to an active taxiway before it could be completely stopped.  The power reduction was delayed due to inadvertent power lever trigger actuation which caused the power levers to be locked in position until the triggers were released.  This caused a delay in power reduction and reverse initiation.




Synopsis: A turboprop Captain; performing an engine run-up test procedure in a non-movement area of the airport noted the aircraft was sliding on the snow and ice encrusted runway.  Before he was able to disengage the power lever trigger to allow throttle movement the aircraft had slid onto an active taxiway.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Haze / Smoke
Aircraft: Cessna 120
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Military Facility ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: I departed as pilot in command of a Cessna 120 intending to land at airport ZZZ. During the brief flight; I encountered Instrument Meteorological Conditions (IMC) [9 miles east of departure.] The aircraft was not equipped to enter IMC; and I turned to an area of clear air to the south; the clouds continued to be lower and lower. For several minutes; I circled to see if I could turn back to [the departure airport] and end the flight; however; all I could see was haze and the water. It was also very difficult to get a good read on my compass. After almost 45 minutes of trying to get to ZZZ; I became concerned about the fuel status of my aircraft. This is when I elected to land at [a nearby military airport] on a taxiway. I did not have any functional radios in the airplane at the time; after I landed; I was apprehended by security. I explained that this was an emergency landing and that I had no communications equipment on the plane. As the pilot in command I had no choice but to land and believed that I was in serious risk of crashing unless I landed there. There was no way to safely get into ZZZ; and I could not safely return to [departure airport.] [The military airfield] was the only airport available to me.




Synopsis: CE120 pilot attempts a VFR flight across 6 NM of water to a nearby airport without a radio or a functioning compass and enters IMC. After becoming lost he chooses to land on a taxiway at a military field.
Date: 201301
Local time of day: 1801-2400
Location: OAIX.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: We were on approach to Runway 03 at Bagram on a cargo charter flight with the First Officer as pilot flying. Bagram is a high activity (UAV's; and numerous aircraft types) air base and a 'lights out' operation below FL160 due to the potential for hostile enemy activity nearby. It is customary to be vectored for a high final approach to the aerodrome with a steep approach path on final; turning lights on as needed just prior to landing. After being cleared for the approach it became apparent that we were on a higher approach path angle than standard; even for Bagram. We initially thought that we would be able to salvage the high approach; but ultimately requested a 360 degree turn on final. We were told by Tower that we would have to execute the published MAP procedure straight out. ATC cautioned us on air traffic activity on either side of our missed approach path on the go around. Somewhere in the vicinity of 7;000 FT MSL (2;100 FT AGL) on climb out; we received a brief TCAS RA. We were already climbing at a good rate to 12;500 FT when we received the RA; so we continued the climb until said advisory had ended. As pilot not flying; I found myself multi-tasking during the entire event; helping the First Officer with suggestions on flap settings; changing radio frequency on the go around; etc; as the go around procedure and callout's were somewhat non-standard. I had no visual sighting of our target aircraft; due to the lights off operational procedure for Bagram. The subsequent re-vector and landing were uneventful.




Synopsis: Air Carrier Captain describes a night approach and missed approach with TCAS events at Bagram Airbase.
Date: 201408
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: Aircraft landing [was] on mostly unimproved landing area near base of a glacier; swerved at end of landing roll at low speed due to angular depression on surface which caused it to contact an Alder thicket. This caused the aircraft to stop in a nose low attitude at a very low speed with some contact of the propeller with soft terrain. No airframe damage occurred due to low speed.




Synopsis: At the end of its landing roll on an unprepared surface; a PA-18 crossed a slight depression then hit a small Alder thicket at a very low speed which nosed the aircraft low causing a prop strike.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: Misc XX fuel door message; myself and the two FO's were unaware of the additional text message that had to be sent. We sent just the Misc XX message only; no text. I hadn't been in the Captain seat for over four months. In my landing sim they mentioned the Misc XX report. I also read the message sent about the Misc XX that day. Both FO's didn't remember anything the text portion either. On our return flight from ZZZZ we performed the same procedure. Misc XX only no text message.[Suggest having] Dispatch remind the crew to send the text message. Especially in these times of low flights available to fly.




Synopsis: Air carrier Captain reported the crew did not send an additional text message regarding a fuel door.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Oxygen System/Pax
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure; Aircraft; Human Factors
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: March 2012; Flights ABCD and ABBE were both operated with the [same] issue; without notice until halfway through Flight YYY when the Flight Attendant (F/A) notified me that Row 10-CD had two speaker panels and Row 9-CD had two [Passenger] Oxygen (O2) panels. Which means that Row 10-CD would not have had O2 if there had been an emergency. During some kind of maintenance; the panels of O2 and speaker panes were installed wrong.




Synopsis: A Pilot reports a Flight Attendant notified him halfway through their second flight that Row 10-CD had two speaker panes and Row 9-CD had two Oxygen (O2) panels on their CRJ-700 aircraft.  If an emergency had occurred; Oxygen would not have been available to passengers in Row 10-CD.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Entire flight was normal. On approach; about a minute after lowering the gear; we heard a loud 'thud' in the lower underside of the fuselage. My first thought was a blown nose gear tire or a large bird strike. Several seconds later; we heard and felt a very high frequency vibration. We were not sure what this was. FO was pilot flying. He initiated a go around. I agreed with his decision. We had no indications of any kind on EICAS. Still concerned we had a blown out nose tire; I [advised] Tower. A couple of minutes into this go around; I realized it was the ADG making this loud 'whirring' sound and high frequency vibration. The landing was uneventful. Maintenance and flight control were contacted immediately after parking at the gate.  Fire department and airport operations personnel met us at the gate. They interviewed me for their records. No undesired aircraft state. Fatigue could be an issue. This event occurred during the last leg of a long and stressful day. We had two other flight control issues earlier in the day that delayed us quite a bit. With a tight connection for a deadhead flight to ZZZ1 to pick up our overnight. I have ideas but this is not the forum to voice them. This may sound like a complaint; but it is not a complaint. Earlier in the day I spoke with scheduling; they were rerouting us to a DH and I voiced my opinion that would be really close and may not work out. I don't feel they wanted to listen. Communications involves both parties listening to each other. Again; this is not a complaint; just an observation.




Synopsis: CRJ-200 Captain reported executing a go-around when the flight crew heard a thump and noticed some vibration that was later traced to the Air Driven Generator. Reporter cited fatigue as contributing.
Date: 201907
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Distraction; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: After landing Runway XX; we taxied to the end of the runway and made a turn-around to back taxi on the runway as instructed by ATC. After we made our turn; but well prior to reaching the 'D' taxiway; the Tower Controller issued a 'CLEARED FOR TAKEOFF' clearance to an aircraft that was holding in position on Runway XX. (high wing turboprop) Both the First Officer and I immediately got on the radio telling them 'NOT TO TAKEOFF'. The ATC Controller then issued the 'CANCEL YOUR TAKEOFF CLEARANCE' to the aircraft. ATC Controller lost situation awareness. Don't put an aircraft into position for takeoff until the runway is clear of all back-taxiing aircraft.




Synopsis: A321 Captain reported ATC issued takeoff clearance while previous traffic was back taxiing on the runway.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; Turbulence
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Doing air survey work 4;100 feet; I was setting up to start a new line and my attention was temporarily on the flight computer to line up with the new line. I was in a left turn with 15 degree bank and got traffic alert with other aircraft well within 1/4 mile; likely much closer. Upon receiving the alert; made immediate climbing left turn with about 35 degree of bank to avoid traffic.Other factors that may have contributed; Fatigue from the long flight; this happened 4.5 hours into a 5 hour flight. Mod turb and thermals which also contributed to fatigue and made it difficult to focus. Lots of radio chatter in the busy airspace and on the company freq; distracting from other radio calls and also contributed to fatigue. And dividing attention between flying the airplane and the camera computer system.




Synopsis: A pilot reported a near mid-air collision while maneuvering and distracted with on-board equipment.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Challenger Jet Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was relieving the Local Controller and we were waiting for 2 IFR releases from the TRACON in IFR conditions due to low ceilings and 1 aircraft was approaching the Outer Marker. The weather indicated ceiling of 900 FT but as I was getting my briefing; the ASOS was showing 600 and the 2 aircraft were in the ILS critical area with an aircraft just outside the marked. As we came off the briefing line; I asked him about the situation he placed me in and he said the weather says 900 so we are clean. I wholeheartedly disagree. I finally got both releases and the second aircraft was in the ILS critical area as the arrival crossed the outer marker but I got the aircraft out of their and on departure roll by the time the arrival was about a mile inside the outer marker. The FLM was monitoring the frequency and failed to correct the controller and the situation I was placed in. Recommendation; teach all controllers that the ASOS is the current weather and the ILS needs to be protected with reference to the ASOS and not the hourly weather. I am very disappointed in the Local Controller and the FLM.




Synopsis: Tower Local Controller described an internal disagreement when relieving another controller and noting two aircraft in the ILS Critical Area when the current ASOS weather dictated that the subject areas be clear of aircraft.