elihoole/asrs-aviation-reports huggingface dataset:
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Flight phase: Parked
Aircraft component: Rudder
Component problem: Malfunctioning
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: EXCESSIVE RUDDER TRIM NEEDED TO KEEP AIRCRAFT IN COORDINATED FLIGHT. MORE THAN 1-DEGREE OF LEFT TRIM NEEDED. TRIM PLACEMENT INDICATOR OUTSIDE THE LEFT LIMIT. During troubleshooting of this squawk we found that the rudder would not make its full travel to the nose right stop.  After further investigation we found that the RH lower rudder closeout panel 323AR hardware was making contact with the stop on the vertical stabilizer before the rudder contact point. My suggestion is to do a basic Rudder Travel Check after all panels are reinstalled.




Synopsis: An Aircraft Maintenance Technician (AMT) reports a Gulfstream G-200 aircraft required excessive rudder trim to keep aircraft in coordinated flight. Found rudder right-hand lower close-out Panel 323AR hardware making contact with stop on vertical stabilizer.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After pushback and start we had an ECAM for Auto FLT Yaw Damper 1. Contacted Maintenance Control and worked through resetting and testing the system per his direction. On resolution Maintenance Control sent a new MRD and we taxied out for takeoff. Got a runway change to XXR. When cleared for takeoff; Captain advanced throttles to 1.05 EPR. Power was stable and Captain advanced thrust levers to FLEX detent. Within a couple of seconds; we lost power on the right engine and the aircraft veered sharply right. I called out Engine Fail and noticed an ENG 2 Stall ECAM. Captain announced he was rejecting and restored directional control. I notified Tower and made the 'Remain seated; remain seated' PA. The engine stall ECAM disappeared by itself and instead we got an ENG 2 OVERSPD PROT FAULT ECAM. Engine 2 parameters were abnormal however even at idle and after looking at both items in QRH Captain had me shut down the No. 2 engine. Fire trucks arrived and verified no issues they could see; no debris etc. Brake temps were normal as auto brakes never engaged due to the low speed. After coordinating with FAs and OPS and sending ACARs to dispatch; we returned to the gate; deplaned and sent in relevant maintenance write-ups. We completed a crew debrief and overall felt the issue was handled safely.




Synopsis: A320 First Officer reported an engine failure at power up for takeoff.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Airborne Conflict; Ground Event / Encounter Person / Animal / Bird; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was operating a part 91; VFR; and no flight plan filed flight. [Landing airport] is in Class G airspace and is non-controlled without taxiways.While I was left down wind at 800 feet I heard [another aircraft] 5 miles west of airport. I replied 'Can I land first' because I just about turning base. Next I heard 'making 360 3 mile.' I tried to make short approach for traffic separation but I noticed wind was calm and slight tail wind then I [transmitted] 'I am going all the way [to the] end.' I touched down before midfield and [rolled] down to end of runway.I made full stop in turn-around area heading still 050 to waiting for [other aircraft's] next call either go around or full stop. After probably 3 minute or so there was no communication after I landed; I wondering where [the position of the other aircraft]. Then I turn airplane slightly left (about 10 degrees) to be able to see traffic. My airplane was still within turn-around area.Next I saw passengers already evacuated from [the other aircraft] on the unimproved area to the north of the runway nearly half way down the runway heading towards the west. I then started to taxi to transit parking area; when I got close to [the aircraft]; debris and both of the aircraft's tires were on the unimproved area. One man was crossing the runway in front of me. I thought not safe enough to taxi the airplane. I decided to make 180 back to turn around area. I decided made another 180 taxi to transit parking area. In order to taxi to parking I need to pass [nearby]. Someone on the radio said 'what are you doing runway is closed? I replied 'I'm going to park; there is a truck.' There was yellow truck approaching to runway in front of me so I stop once; after truck left I checked outside for objects. Runway was clear and I was able to taxi to parking. I didn't see [landing] and don't know why the airplane [was damaged].




Synopsis: The pilot of a C172 reported landing at an airport with no taxiway ahead of another aircraft. After turning around; noticed that the other aircraft had a landing incident.
Date: 202003
Flight conditions: VMC
Aircraft: B737 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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During preflight we received a dangerous goods notification form indicating that we would have dry ice type goods onboard. After briefing and door closure the ground crew came on and said they were ready for push. From [gate] no push clearance is required; only an advisory call to ground. After checklist completion I released the brakes so the crew could scoop us. It was then that I realized we had not yet received our final DG (Dangerous Goods). I notified the push crew to hold as we had not yet started to push. We received our final DG and after review I notified the ground crew that we were cleared to push. We then pushed. Although we did not actually push prior to the final DG as stated in the FOM; we had released the brakes. After a discussion we were not sure if brake release had constituted a push even though we had not moved prior to the final DG. The flight continued to destination without issue and was fully debriefed.




Synopsis: B737 Captain reported initiating a pushback before receiving required Hazmat documents.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU Pneumatic System & Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We brought the aircraft in from ZZZ1 arriving at gate in ZZZ at XA:34 local. The flight from ZZZ1 was uneventful. Arriving at gate ramp personnel hooked up ground electric as well as ground air. The APU was shut down after both were connected. Approximately 15 minutes to departure I turned the APU back on. Once on line and available I deselected ground electric. Once the ground crew disconnected both ground electric and air I selected the APU bleed on. Within 30 secs of the APU bleed being selected on I noticed the odor of dirty socks indicating the presence of neurotoxic tricresyl phosphates emanating from the ventilation system. I quickly turned off the APU bleed and asked the First Officer if he noticed the smell as well; however he was unsure. I then proceeded to turn the bleed on one more time to confirm we smelled it and immediately after turning the APU bleed on the odor was back. Again I then selected the APU bleed off. We then asked operations for ground air and electric to be placed back on the aircraft while we called Maintenance Control. We also had the passengers deplane. Maintenance Control had contract maintenance come out and after conferring with Maintenance Control; Airbus Fleet Management; and [name] in the Chief Pilots Office we performed an engine run-up with contract maintenance onboard. We used a ground air cart to perform ground air start; bypassing the APU. Once the pack systems were turned on using the engine bleeds the odor was back; however at a much lighter presence. The bleeds and packs were quickly selected off and we began to shutdown and secure the aircraft. The airplane was taken out of service. Company Maintenance came in from ZZZ2 overnight and confirmed a significant oil leak from the APU. [The cause was an] APU oil leak.




Synopsis: A319 First Officer reported a fume event during preflight at the gate due to an APU oil leak.
Date: 201309
Local time of day: 0601-1200
Location: SBGR.TRACON, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON SBGR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At 4;700 feet on vectors to intercept ILS 9R at GRU about 7 miles from the airport. We saw an object at 12 o'clock. I immediately turn the airplane to the right to miss the object. As we passed the object it appeared to be some sort of balloon. It was black in color; cylindrical in shape; approximately 20-30 FT tall and 5-10 FT wide. Hanging 10 to 20  FT the balloon by rope or cable was a metal structure about 5 FT square.




Synopsis: An air carrier took evasive action from a large unmanned balloon trailing a 5 foot square metal object while on vectors at 4;700 FT; 7 miles from SBGR (GRU) Runway 9R.
Date: 201905
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Cruise; Descent; Climb
Airspace: Class A ZBW
ATC / advisory: Center ZBW
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 Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Company Policy; Airspace Structure; Weather
Primary problem: Company Policy

Narrative: This session started with light to moderate chop at most altitudes. The frequency was busy due to answering questions about the rides. Both my sector and the high altitude sector saw on the TSD (Traffic Situational Display) that both of our sectors were about to get very busy. As the volume of traffic increased on both of us I asked our Supervisor for an assist position. His response was that 'there is no one else in the building available.' We did not have enough people staffed to deal with a holiday weekend during our busiest time of year. I then told the Supervisor that the Traffic Management Unit needs to find a way to slow down the volume of traffic. The amount of aircraft that followed was at a dangerous level for 1 person to be working. The sector next to me was just as busy and could not help. As a result I had to stop accepting aircraft from other sectors. I was so busy I had become 'reactive and short' with pilots in order to keep them safe. I did not have enough tools or support to ensure separation of aircraft in my airspace.We must staff to appropriate levels in order to let controllers keep aircraft safe throughout their airspace. We need to have more than just the minimum number of people staffed for busy and holiday times. If not able then TMIs (Traffic Management Initiatives) need to be put in place to protect the controllers and planes. I don't even have enough time to complete this report because we do not have enough staffing and I need to report back to work.




Synopsis: ZBW Center Controller reported not having enough controllers on duty to open all the sectors and their workload reached unwanted levels.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: After clearing [the runway]; I contacted ground control for taxi clearance to the [ramp]. Ground control instructed me to taxi via A and D to parking. I read back the instructions word for word. So; I made a left turn onto taxiway A and continued to taxi towards D when suddenly we were on our right wing tip and the prop struck the pavement. I shut down the engine and the plane righted itself. Neither myself nor my passenger was injured.The situation that caused my airplane to end up on its wingtip was due to an air carrier being cleared to taxi onto [the runway] for departure. That airplane had been holding short of [the runway]. In the past; when I have been instructed by ground control at [this airport] to taxi behind large jet aircraft I have been warned of jet blast and instructed to use the inner ramp. Because ground didn't warn me about the commercial jet this time; I expected that the airliner was being held until I had safely passed.I then called ground and informed them that I was on A with the engine shut down and when asked if I needed assistance I said yes; and was later towed back to parking.I have to say that in the future I won't trust ATC to warn me of impending danger from airliner jet wash; and will always ask to use the inner ramp if possible when going behind any large plane or jet.I had seen the jet and had full left aileron in...It made no difference.




Synopsis: Cessna 150 pilot reported encountering significant jet blast while taxiing to parking.
Date: 201305
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Other / Unknown; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The PIC was the non-flying crew member on this leg. He had gotten the ATIS and clearance. He told me the routing and when we were ready to taxi we had to contact Tower for taxi. After engine start he contacted Tower for taxi; he gave us instructions then told us to contact Ground for further instructions. A little confusing; but we had an uneventful taxi. As we approached Runway 4L the Ground Controller instructed us to taxi into position; hold and contact Tower. Very confusing again. So I taxied us into position. This is when my partner must have missed switching the frequency. We sat in position for less than a minute when the Ground Controller cleared us for takeoff; I assume because Tower could not raise us. The Controller never said to get on the right frequency; just the takeoff clearance. So after takeoff they handed us off to departure and my partner had the wrong frequency and this time someone from Newark jumped all over him for missing numerous frequency changes. I continued to fly the airplane per the departure. I think I did correctly but who knows with the verbal chewing from ATC. My partner made a few mistakes but Newark's non-standard frequency changes did not help.




Synopsis: CE560 First Officer reports difficulties and errors attempting to communicate with ATC late one night while during taxi and takeoff from EWR.
Date: 202104
Local time of day: 1201-1800
Location: GEG.TRACON, WA
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: TRACON GEG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was released local IFR to ZZZ on the SID. They wanted to go direct to the Initial Approach Fix; but with their rate of climb I told them I would have to vector them onto the approach; as they would be past the fix before at an appropriate altitude. Once they reached the Minimum Vectoring Altitude I gave them a vector to join the approach and an altitude of 5;000 feet. This was a Student Pilot and in order to not overwhelm them; I asked them to join the approach and report established. Aircraft X flew through final and into a 6000 foot Minimum Vectoring Altitude that was less than a mile from the final approach course. I issued them a low altitude alert; a higher altitude and a turn. They were very slow to respond and I knew it was a student with an instructor; so I then asked of they could maintain their own terrain and obstruction clearance through 6000 feet feet. They said they could; then very shortly after cancelled IFR and continued the rest of their flight training under VFR conditions.The only recommendation I can imagine would be to have instructors in this flight school take over and join the approach. I assume the instructor didn't realize letting the student mess up the approach would put them in a higher Minimum Vectoring Altitude.




Synopsis: A TRACON Controller reported a student pilot flew through the final approach course and below the Minimum Vectoring Altitude.