elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Airport; Chart Or Publication; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While taxing within about 30 FT of the parking spot at Gate X; I felt a slight jolt and yaw to the left. The Lead Marshal seemed momentarily to make an 'X;' as if he had been startled; then signaled me to proceed. Wing walkers were present; and I saw no equipment inside the gate safety zone. We parked and ran the Parking Checklist. I looked out at the left wing tip and could see the red NAV light was intact; but I was still unsure of the cause of the jolt. In the interest of safety; I exited the plane as the door was opened and asked a Mechanic standing there to help me inspect the aircraft. I found the left wingtip damage and showed it to him. The passengers were already deplaning; and we found no other damage; so I opted not to affect the passenger egress; i.e. no evacuation. I remember soon after we parked seeing a fuel truck being backed from its spot by the Gate Y aircraft; but I can't say exactly where it was parked when we pulled in. My assumption is that the wingtip grazed the fuel truck as we were marshaled into the gate. I found alignment of the airplane was not left of centerline. Gate X is a tight fit; as noted in the recent safety bulletin. There is a hashed area of paint where the safety lines of gates Y and X touch; [it] appears to be an overlap or 'conflict' area. My guess is the wingtip passed through this area as I was marshaled into the parking spot. Perhaps the pilots should be informed of any specific station policy so that we can 'back up' the marshals when approaching Gate Y or X; e.g. do not park at Gate X when any equipment is located in front of the right wing of the Gate Y aircraft.




Synopsis: A MD-83 taxied into a confined gate area at night with Marshalers present; but the wingtip still contacted a fuel truck in close proximity to the gate.
Date: 201511
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Filed IFR flight plan- KRDG direct LRP direct MRB direct CHS direct OMN direct ZZZ. Clearance - KRDG direct LRP direct OTT J61 HUBBS J121 CHS J79 OMN direct ZZZ.Problem: J121 does not connect with HUBBS. After numerous transmissions with ATC clearance was revised; HUBBS direct ORF J121 CHS as previously cleared. FMS was re programmed to reflect HUBBS direct ORF J121. During confusion; routing after CHS was misunderstood and FMS inadvertently unchanged from what was filed in flight plan.Flight proceeded normally until CHS. After crossing CHS Jacksonville Center noticed we were proceeding direct OMN and we were notified we should be on J79. No vector was provided and the routine flight now was a high workload/stress situation (charts reviewed and FMS reprogrammed). We intercepted J79 and the remainder of the flight was uneventful.Error in New York Center computer data resulted in improper clearance route. We had to determine/rectify error; receive a routing revision; then program the navigation units. This resulted in misunderstanding clearance after CHS to OMN. Jacksonville Center was not happy; we were getting close to military airspace (reason for J79 routing). This unfortunate event was discussed by a phone call to Jacksonville Center.




Synopsis: C560XL pilot reported an error in New York Center computer data was a factor in a track deviation.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
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
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Had HAZMAT (hazardous material) added to flight; received the NOTAC (notice to Captain) form; signed a copy and gave it to the Ops Agent; forgot to amend the Release and add the HAZMAT notation to the Release. Dispatch contacted us en route; at that time we both remembered the new policy that HAZMAT must be noted on the Dispatch Release.




Synopsis: B737-700 Captain reported flight departure without amended Dispatch release stating Hazmat cargo on board.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: PMC; Performance/Thrust Management Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon rotation the command bars switched to the flight director. The lateral mode switched to roll and the vertical mode went to ALT. The Autothrottles retarded and the flight director was commanding level off. I manually pushed the throttles forward and pitched the plane to approximately 15 degrees up. I asked the First Officer for heading and flight level change. We went to manual speeds as the speed schedule was not sequencing either. Once at a safe altitude and on course we went back to LNAV and VNAV. Upon decent into ZZZ1 we did not have a VNAV profile and were unable to fly the STAR as published and received guidance from ATC. About 50 miles out of SEA the VNAV profile populated.


Second narrative: Takeoff roll began normally; upon rotation the command bars immediately changed to the flight director; and at the same time; track mode changed to roll mode. The flight director was commanding a level off a few hundred feet above the runway; even though the altitude selector was set to 6;000 feet; the aircraft briefly entered magenta ALT hold a few hundred feet above the runway. As this happened; the Autothrottles then tried to roll back to maintain V2 + 10kts (140 kts) as though we were going to level off there. We immediately overrode the Autothrottles to continue the climb; then selected green flight level change and manual speeds at VFS. We changed LNAV and VNAV once at a safe altitude. During the brief cruise segment; just prior to descent we noted we had lost vertical PTH guidance/VNAV profile on both MFDs as well as both MCDUs. Fuel remaining at arrival; and ETA we're also missing from the MFDs. We notified ATC we didn't have VNAV guidance and requested them to descend us. About 50 miles out from ZZZ1; VNAV profile began working and we were able to resume the arrival as published.


Synopsis: EMB-175 flight crew reported loss of Performance/Thrust Management Computer system malfunction during takeoff rotation.
Date: 201709
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Aircraft: Fighter
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: Fighter
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Manuals; Procedure; Company Policy
Primary problem: Company Policy

Narrative: I was working a flight of two [Military Fighters]. On check-in; Aircraft X requested flight breakup for Aircraft Y to proceed to landing and Aircraft X to hold prior to approach. I generated a beacon code for Aircraft Y and advised Aircraft X to have Aircraft Y squawk the code and come up on frequency. When I observed the Aircraft Y radar track initiate I advised radar contact and when clear of flight maintain 3000 feet. This procedure is in accordance with 7110.65 2-1-13 which states that separation between aircraft in a formation rests on the pilots until approved separation has been attained.When Aircraft Y was radar contacted; he became a separate flight with responsibility to maintain separation until standard separation was attained. My instruction was not a control instruction until he was 'clear of flight'. What led to the event doing flight breakups the same way every time and never having a problem. Instead of getting up in arms about a phrase in the 7110.65; why don't we ask the military pilots how they would prefer us to do it. How is relaying instructions through a lead aircraft safer than direct issuance to the aircraft that is splitting off and is in the back maintaining visual on the lead? The 'interpretation request' states that 'a controller MAY issue control instructions through the lead aircraft' which is substantially different [than] SHALL. Also; the questions that interpretation is answering are completely different than the situation that occurred this time. Clarify 7110.65 2-1-13 with a specific phraseology example for flight breakups.




Synopsis: PCT TRACON Controller reported assigning an operational error conducting a flight break up procedure even though they were in compliance with the 7110.65.
Date: 202107
Local time of day: 1201-1800
Location: SLI.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Tower SNA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Please be advised that on Date and Date 1; I was flying 1;500 feet MSL the exact same track; although on Date 1 I was flying the opposite direction; south-eastbound in the Los Angeles basin. In the exact same place Southwest of the Disneyland TFR; and 4 NM on the [073]° radial from [SLI VOR]; I lost the GPS signal on both my Garmin GPS 650 and 750 units and my Apple iPad for about 3 minutes. I was just about to advise the SNA tower when they all three came on. All these are new Garmin radios less than a year old. I have never had that happen anywhere before or since. As you can imagine that's quite unnerving down in that airspace.




Synopsis: Helicopter pilot reported experiencing a lost GPS signal in the same area on different days.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Time Pressure; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Airport; Aircraft
Primary problem: Aircraft

Narrative: Runway 35L departure. About 200-300 AGL aircraft stopped climbing. Right turn to 090 and call to Tower saying we were unable to climb.  Rising terrain in front of us forced a right turn eastward and then southward. Tower cleared the runways and told landing runway was pilot's discretion. We were unable to climb much higher than 300 AGL the whole flight. Initiated a right downwind pattern between the parallels. Base to final turn to land back on Runway 17L. Landed without incident. Taxi back to hangers and had maintenance look at the engine.




Synopsis: A Piper PA-28 pilot reported difficulty climbing after takeoff; and requested an immediate return to the airport.
Date: 201306
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Procedure; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I brought plane into gate and chocked front gear while others chocked the two main gears. After putting on towbar [I] proceeded to hook up push tug to aircraft. Tested brakes at 8-10 FT out; when within about 5-6 inches the brakes on the tug failed and I proceeded to push the towbar into the aircraft. No visible damage to aircraft. Towbar head totaled.




Synopsis: After successfully marshalling and chocking the EMB into the gate; a ramp serviceman struck the aircraft with a towbar when the tug's brakes failed while attempting to attach the tow bar; which was totaled.
Date: 201807
Local time of day: 0001-0600
Location: D10.TRACON, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Flight plan: IFR
Flight phase: Descent
Airspace: Class B DAL
ATC / advisory: TRACON D10
Second aircraft: B737-800
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Wake turbulence encounter. Just a few bumps initially but within 10 seconds it had disengaged the autopilot. Bank never exceeded 20 degrees [and] aircraft control was never compromised. Preceding aircraft was a 737-800.




Synopsis: G200 First Officer reported encountering wake turbulence in the Dallas area in trail of a B737-800.
Date: 201207
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Central Warning/Master Caution
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 2.5 hours after departure; aircraft experienced a malfunction causing multiple aural horns to sound. No status or EICAS messages were noted or showing on screens; unable to silence any of the warnings. Duties were designated; Relief Pilot called to flight deck and a phone patch was initiated to confer with maintenance and flight control. Problem was isolated to right EICAS computer failure. Procedures were followed as per maintenance directions. With the loss of the computer it was agreed upon with flight control to divert. With procedures complete we initiated a divert with ATC. We then reviewed landing weights and current fuel status. Decision was made to dump fuel and procedure followed. When complete still over maximum landing weight so held for approximately 30 minutes to burn additional fuel to be below max landing weight on arrival. Arrival and approach into the airport using longest runway. Taxied into gate and secured aircraft.




Synopsis: B767-300 flight crew experiences EICAS malfunction causing multiple horns to sound with no status or EICAS messages noted or showing on screens. After consulting with maintenance the ETOPS flight diverts to a suitable alternate.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We were on initial descent when I noticed smoke in the flight deck. I looked down and saw smoke coming from the SAHS switch control panel on the center console. We previously had the SAHS MEL'd due to a popped c/b that caused that panel to not have power. The MEL was cleared before we departed. I directed the First Officer to pull that c/b and to suit up. We donned the masks and the First Officer informed me that that same c/b had popped again on its own. I vented the smoke out of the forward pressure valve. We completed the smoke on the flight deck known source emergency check list and landed without any further incident. I guess the SAHS switch controller had an electrical short of some sort.Maybe Maintenance should have continued the SAHS MEL with the popped c/b collared until they could further determine the cause. Instead the c/b was reset and OPS CHECK OK to clear the MEL.




Synopsis: DHC8 Captain reported seeing smoke coming from the SAHS switch control panel on the center console. The circuit breaker that powers the panel had already tripped on its own. The circuit breaker had been written up previously and signed off by Maintenance.
Date: 202201
Local time of day: 0001-0600
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft; Airspace Structure
Primary problem: Ambiguous

Narrative: After takeoff from Runway 34L on the DDRTH 1 departure at approximately 6;800 ft we received NAV ADS-B RPTG 1 and NAV ADS-B 2 FAULT ECAMs. We assume this was due to 5G. We reported to DEN Departure and submitted a report.




Synopsis: First Officer reported on departure fault of NAV and ADS-B possibly due to interference or jamming.