elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
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: Troubleshooting; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During hazardous [goods] inspection the First Officer noticed a strong chemical smell in the accessible dangerous goods can. He came and got me and I smelled a strong odor as well. The Hazardous [Material] Specialist noticed it too; but we were unable to find the source. We decided the safest course of action was to remove the accessible dangerous goods can.




Synopsis: B-767 Captain reported refusing Hazardous Material can due to undefined odor.
Date: 201507
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Distraction; Communication Breakdown; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flying from EWR. We were number one for takeoff from Runway 04L at EWR and holding short of the runway.  We heard tower make a radio call clearing an aircraft for takeoff; but the initial call sign was garbled.  We paused a moment; no one answered; so we transmitted; '[call sign] cleared for takeoff runway 4L.'   Tower did not respond or correct us; so we proceeded onto the runway.  Shortly thereafter; tower stated that we had not been cleared yet.  We replied to him that we had in fact read back that we were cleared for takeoff; but received no correction from him that we weren't.  He then stated that we must have been stepped on during that transmission.


Second narrative: We were sequenced behind a [jet] on 'D' taxiing to RWY 4L. The jet was cleared into position and then cleared for takeoff. We then received our clearance to line up and wait on RWY 4L. The FO read back the clearance; we verified the runway to each other; and we taxied into position. As we waited for our takeoff clearance; the controller asked us if we had been cleared into position. We replied that we had and that we had read back our clearance. He replied that our readback must have been stepped on. He then cleared us for takeoff. We departed; switched to departure control; and proceeded on our way. No further discussion with ATC ensued.


Synopsis: An air carrier aircraft holding short of EWR Runway 4L entered the runway following a garbled transmission which they misinterpreted was their takeoff clearance after ATC did not respond to their confirming takeoff clearance.
Date: 201604
Local time of day: 0601-1200
Aircraft: No Aircraft
Aircraft component: DC Battery
Component problem: Improperly Operated; Malfunctioning
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In battery shop there was 6 batteries on the work table. Each battery was about 4 inches apart; I reached over top of battery to pull closer to my work and heard a pop and small flame across the top of battery cell tops. I stopped the charge cycle and put the fire out; discharged battery and shorted. Started cycle on next battery. Would like to see more ventilation under chargers better ventilation in shop. No air conditioning incoming from air handling duct.




Synopsis: While charging batteries in the shop; one of the batteries caught fire.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing; Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sea; Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was PIC during my flight that day. I departed the airport [in the afternoon]. My wife; was the only other occupant of the aircraft. Before I departed; I misheard or misunderstood instructions from the control tower and entered the runway without authorization. After being cleared for takeoff; I departed and had another exchange with the control tower; and then flew to the lake to perform some water landings. I approached the lake from the east to the west to perform a glassy water landing. I neglected to retract the landing gear after my takeoff and the landing gear remained down for the glassy water landing I planned to perform. After making contact with the water we flipped upside down and came to a stop. My wife and I exited and remained at the aircraft until help arrived.




Synopsis: Amphibious aircraft pilot reports misunderstanding a Tower Controller and taxiing onto the runway without clearance. After takeoff the Tower provides a telephone number to call and the landing gear is never retracted. The next landing is on water and the aircraft flips when the gear touches the water.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 36
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Complete hydraulic system failure during landing gear extension. After breaking off the approach the emergency gear extension checklist was completed; with successful gear locked down. After determining the landing distance required; we diverted to [another airport]. Fire trucks were requested; VREF 150 KTS. At touch down; I applied full brake pedal and both engine reversers were selected to deploy; the right side deployed; the left took 10-15 seconds to lock deployed. Due to the asymmetrical deployment only idle reverse thrust was available. After reversers selected I reached for the emergency brake handle to engage wheel brakes. The handle would NOT come out of the detent. After a few seconds of trying the pilot not flying took over trying to engage it to no avail.At this time I turned on the electric hydraulic pump. With no noticeable deceleration it was quickly determined we would be departing the end of the runway at a substantial rate of speed. With no options left aircraft system wise; I decided to weave the aircraft in an attempt to create side load friction with the runway. As we approached the end of the runway our speed was still quite fast but it appeared we might be able to make the last taxi way turn off. With pedal brakes still to the floor; we took the exit and during the turn the brakes lightly engaged. The aircraft came to a stop about 75 FT from runway center line at a 45 degree angle from the runway direction.




Synopsis: LJ-36 Captain reported hydraulic system failure at gear extension. The flight declared an emergency and diverted to a suitable airport. Captain reported considerable difficulty stopping the aircraft but no damage was done.
Date: 202002
Local time of day: 0601-1200
Location: GFK.Tower, ND
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D GFK
ATC / advisory: Tower GFK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Training / Qualification; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: During entry into the pattern; I was instructed to turn southbound and fly outside the pattern expected runway maintain 2;100 ft. Turning to the south I followed the instructions of ATC until told to turn right and enter the downwind. I turned right and reported traffic in sight. I continued westbound preparing to enter the traffic pattern while traffic was approaching from the south preparing to enter the pattern which to my knowledge was preparing to enter the traffic pattern. ATC then instructed an aircraft to turn into the downwind and aircraft did not respond for approximately 60 seconds. Then ATC instructed me to turn northbound I was level at 2;100 ft. and followed the ATC instructions with traffic in the upwind 500 ft. below my altitude. Aircraft unresponsive to radio communication reported position 30 seconds later. I was turned back into the downwind and landed. Recommended corrective action would have been to enter the downwind rather than attempt to follow traffic as ATC desired me to enter the downwind and follow the traffic already established in the downwind.




Synopsis: An instructor pilot in the VFR pattern reported incorrect ATC instructions and other aircraft not responding put them resulted in a NMAC.
Date: 201903
Local time of day: 1201-1800
Location: PYM.Airport, NH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G PYM
ATC / advisory: TRACON A90
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I requested a practice [approach] from Boston Approach for RNAV 15 at PYM. I was NW of the airport approximately over 1B9 and was told to go direct to FARED then was cleared for the approach. I was expecting to be notified of any traffic in the pattern before SCALD (FAF) then switched to the CTAF. Instead I was told to close the flight plan on the ground with Boston; after landing. I assumed that I was being treated as an instrument flight and there was no traffic at PYM. I queried the Controller about closing a flight plan on the ground rather than in the air. He said that I could cancel in the air if I changed to another facility. Since I was near the FAF; and had a high workload; I said that I would cancel on the ground. I was flying with a fully qualified safety pilot; a Garmin 400 with ADSB in and out with traffic advisories; and was still with Boston Approach. AT DH of 500 feet MSL; I looked up and landed visually. At that time my safety pilot pointed out another aircraft in the opposite direction passing above and to my left. Apparently he did not notice the oncoming traffic during the approach. I was on [Approach frequency] and wasn't released to change to the CTAF and did not hear the other traffic calls in the pattern. The problem was caused by a misunderstanding between me and Approach. I may not have indicated that I wanted a practice approach rather than an IFR clearance. I didn't ask for a clearance. If I was considered on a clearance; then I was directed to land with a potential conflict. The problem would not have occurred if I was advised to go to the CTAF before the FAF. Being PIC I am responsible for the safety of the flight; and could have broken off the approach.




Synopsis: GA pilot reported a communication breakdown with ATC led to a near midair collision at a non-towered airport.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Confusion; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While operating our flight there was a Number 1 engine malfunction. This occurred on final approach phase of Runway 19. There was a pronounced surge on the Number 1 side. I took control of the aircraft from the First Officer. The Number 1 engine was surging with the power lever at flight idle. Accomplished the engine failure procedure; the Number 1 engine and it did not feather. The decision was made to bring the condition lever to fuel off. This remedied the surging of the Number 1 engine. The aircraft landed without incident. We notified Tower and Company; and had the aircraft towed to the gate.


Second narrative: The Captain took control of the aircraft from the First Officer. Engine surging was noted between 40 and 90% with power leavers at flight idle. The crew made the decision to feather the Number 1 engine to stop the surging. Engine failure procedures were then followed. The engine would not feather. The decision was then made to place the condition leaver in Fuel Off to completely shut down the engine. This stopped the engine completely and ended the surges.


Synopsis: A DHC-8-200 number one engine was surging on final with the power lever at idle; so Captain assumed aircraft control and attempted to feather the engine but it failed to feather. The Condition Lever was placed in Fuel OFF which shut the engine down; followed by an uneventful landing.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Rudder
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Aborted takeoff on takeoff roll after receiving release clearance; not airborne; taxied off at first exit.  Tower wanted to know reason so he could relay reason.  Forgot to remove rudder gust lock.




Synopsis: C414 pilot reports rejecting a takeoff due to lack of directional control. The rudder gust lock had not been removed during preflight.
Date: 201910
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Reporter qualification: Other Load Planner
Human factors: Time Pressure; Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I planned the hazardous material in pit 4 and forgot to secure 15 bags by rule. It was [by] accident. I overlooked at it and I got busy with the trip. It was a quick turn with air start. Plus there were safety people on my gate; and we had on time departure pressure as well. The crew working with me on my gate were not qualified enough. I worked with hazardous material before and never had any issues. But today there was a lot of stuff going on with this trip. I am sorry for my mistake; it was [by] accident. I will work on it and make sure it won't happen again.




Synopsis: Ramp personnel reported a Hazmat cargo configuration error due to due to multiple distractions during preflight.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 162 Skycatcher
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I and another instructor were doing a checkout flight in a Cessna Skycatcher C162 when the right (passenger) door popped open in flight and was torn almost off the hinges. We were doing our second touch and go when shortly after lift off the right (passenger) door popped open. The door swung to the full open position and began to flutter in the wind. After a short time the door was ripped almost off the hinges and was pinned against the wing strut. Shortly after this the window on the door was blown out and fell to the runway. Because this happened shortly after liftoff we were able to safely land back on the runway and taxi the aircraft back to the ramp. Both I and the passenger are CFIs. The flight was performed using all checklists and standard operating procedures.




Synopsis: Cessna 162 pilot reported the right door violently opened in flight and the window separated from the aircraft.
Date: 202105
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pilot released brakes without authorization from ground crew. The lead on the gate was located at the front landing gear and was waiting to pull chocks. The pushback tractor driver was not set in tractor and did not give okay to release brakes. The lead had to jump back from aircraft because of fear he might get run over.




Synopsis: Air carrier ramp employee reported another ramp employee had to take evasive action to avoid an aircraft whose Captain had released brakes before being cleared to do so.
Date: 201812
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B BOS
ATC / advisory: Ground BOS; Tower BOS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: The unusual communication procedures used exclusively at BOS is a disaster waiting to happen. Whether clearing the runway after landing; or taxiing to any runway requiring crossing other runway(s); you typically get a tower frequency change between active runways; 128.8. Most common clearance is to 'Monitor tower 128.8' ANY misunderstood clearance combined with switching to the wrong frequency leaves airplanes taxiing between or across active runways possibly not talking to anybody. Runway incursions and dangerous traffic conflicts are a highly likely outcomeBV; especially if visibilities are not perfect. There is a reason that other airports do not use a similar procedure!


Second narrative: During taxi out to Runway 33L in Boston; ground control clears aircraft across Runway 27 and then switches aircraft to tower frequency and directs them to monitor. So you do not know if you are on the correct frequency if tower is not speaking and you are now taxiing across an active runway. If you inadvertently selected the wrong frequency you could be on an active runway and unable to communicate with ATC. This dangerous procedure can easily be remedied by having taxiing aircraft checkin with tower prior to crossing onto Runway 27. Please review this procedure and update if possible.


Synopsis: Air Carrier flight crew reported unsafe ATC taxi instructions used exclusively on BOS ground control.