elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 1801-2400
Location: CLE.Airport, OH
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CLE
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: After contacting Ground Control; we were instructed to taxi south on Taxiway L and wait for departure time at PAD X in Cleveland. The wait would be about 30 minutes. Because of this delay I decided to taxi extra slow since there was no other airplanes behind us. Approaching PAD Y on the taxiway I noticed the close proximity between my left wing tip and the nose of a regional jet parked in PAD Y. I slowed down even further and thought that being on the taxiway center line and the other airplane behind the edge of his pad that we would be clear but I proceeded with caution until we heard on the ground frequency 'STOP; STOP.' I immediately assumed it came from the pilots of the regional jet and pressed firmly on the brakes for an instantaneous stop. After this I started a short communication with the other pilot who asked me to swing a bit to the right before moving forward. I did and he said it was all clear and we continued to PAD X without any issues. Upon arriving at the pad; a flight attendant called asking what had happened because she was standing in the galley and she hit a galley door. I asked her if she wanted to return to the gate to have her arm checked out and she said it was not serious enough and she was ok to continue her duties. After 20 minutes; we departed to our destination uneventfully.




Synopsis: Air carrier Captain reported coming to an abrupt stop to avoid a collision while taxiing at CLE.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Tires
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Approximately 20 minutes after this flight had blocked in to ZZZ [company personnel] asked me if I knew anything about the airplane blowing a tire upon landing in ZZZ. I had not so I called a Manager to verify and he said that they had also been told the jet had blown a tire upon landing. I called crew scheduling to get the captain's phone number to get more details on what had happened. The phone went to voice mail and I left a message requesting the captain to call me back when he could so; I could get more details from him. I then called ZZZ ramp to see if they knew anything about it. I spoke to the ramp agent and he told me that the flight had blown two tires on the left main landing gear. Upon block in the brake temperature was 900 degrees. Shortly after the crew got off the aircraft the landing gear then caught on fire. [A] ramp agent then called ARFF to come put the fire out. Ramp reported no injuries to crew or ramp personnel. Other than the left main landing gear no damage to the jet is being reported at this time. ZZZ ARFF extinguished the fire. CauseTwo tires blowing out on the left main landing gear upon landing in ZZZ. [Ramp] crew should have notified me so I could have known what was going on. SuggestionsEmphasis placed upon the importance of communication to the flight dispatcher.




Synopsis: Dispatcher reported miscommunication after an aircraft blocked in with 2 blown tires; which lead to the tires catching fire.
Date: 201207
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were arriving into LAX on the SEAVU Arrival landing 25L. Weather was night VMC. At about 20 miles out we were cleared the visual but assigned 170 KTS. We were following a heavy B777 five miles ahead. We experienced significant jetwash/vortices putting us in 45 degrees right bank. I disconnected the autopilot and regained controlled flight and told Approach we were slowing to final approach airspeed to gain separation. Approach vectored us out of the pattern to a vector of 210 degrees and stated they would re-sequence us. Subsequently they asked us if we would like to offset and continue. We accepted. We continued uneventfully; staying one dot high on the ILS. Traffic following us became too close and was cleared to land on 25R. Our separation remained five miles due to ATC airspeed assignments. Because it was VMC; I could have been more forceful in staying high on glide slope much earlier in the approach than usual.




Synopsis: B737-300 Captain reported encountering wake vortex in trail of a B777 on arrival to LAX that resulted in a 45 degree bank. ATC provided a clearance off course.
Date: 201704
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was performing boarding duties in forward galley and hanging a jacket from a passenger; when suddenly the avionics bay cover (hatch) was opened without any notice; as I was crossing over I fell down; one of my legs went inside and the other one got stuck in the hatch and I propped up by my arms. There was noticeable bruises; swelling; bleeding on my left leg. One of the crew members helped me putting some ice and I was removed from aircraft on a wheel chair to the Clinic and taken care of.




Synopsis: A Flight Attendant reported that she fell due to an open hatch in the cabin.
Date: 201312
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Citation Mustang (C510)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Radar Vectored out of SLI for a Visual Approach to Runway 25L at LAX. TRACON descended us to 2;600 FT about 15 miles out. Advised we would follow an MD-80. We acquired the MD-80 and were cleared for a Visual Approach with us following the MD-80.  [The] MD-80 descending on the ILS 25L. Profile was higher. When cleared for the visual approach the Controller advised 'caution wake turbulence.' On the flight deck out loud I made a verbal call out to raise the 'Threat Level' as following an MD-80 or MD-11 tends to have bad wake turbulence. I zoomed out my Inset Map on my PFD to keep an eye on the distance of the MD-80 TCAS target. The pickle is; Final Controller who cleared us for the Visual Approach asked us to maintain at least 180 knots until 7 DME (LAX). At 180 knots; 2;600 FT; and 5-6 NM in trail of the MD-80 with the glideslope for the ILS alive and about to capture (we were going to fly the profile high using V/S mode) before we would of ever established on the glideslope; still in ALT hold mode; we hit the wake and the aircraft was tossed to the side. My hand [was] on the A/P (autopilot) DISC button; I immediately disconnected the A/P made the correction; held altitude; recovered and allowed the glideslope to fall to bottom of the scale; and then ran my planned high profile approach and landing. I monitored where the MD-80 touched down; and landed the Citation Mustang at the halfway point down the runway (RWY 25-L 10;000 FT long) aware that the common error pilots do in the final phases of a wake turbulence approach and landing is they RE-JOIN the glideslope. Not me; ran the final phase perfect. Point being; TRACON set me up for the encounter by having me at 2;600 FT with 180 knots until 7 DME. Whatever spacing they were trying to accomplish did not work. I noted winds at the field of 260/10 (directly down the runway).




Synopsis: CE-510 Captain reported encountering wake turbulence on approach to LAX in trail of an MD-80.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Aircraft component: GPS & Other Satellite Navigation
Component problem: Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The relatively new Garmin GPS 750 was set up by the pilot and his owner pilot partner. We loaded and activated the unit direct to ZZZ. We were careful to push the button to eliminate the previous flight plan. The unit told us to fly 354 degrees. The heading on our IPAD was correct around 270 degrees. We then went to a direct function and flew to ZZZ. The tower controller queried our heading initially 354 degrees. The GPS 750 is a very difficult unit to learn. My partner and I have watched all internet training; read manuals etc. While we were departing; the unit identified ZZZ1 as ZZZ. We have notified the avionics technician where the equipment was installed months ago. It is very difficult to download new data on the computer. Often when the avionics personnel [do the] download we still get incomplete data renewal. Garmin is very hard to talk to or reach. There needs to be better training availability in an airplane.




Synopsis: BE-36 pilot reports difficulty learning to operate a new Garmin 750 and contacting the company to ask questions.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: PA-28R Cherokee Arrow All Series
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Second reporter function: Supervisor / CIC
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working Local Control and cleared a PA-28 for takeoff from Runway X on the appropriate IFR heading for eastbound prop departures of 050. Upon PA-28's departure; a Cessna 182 checked on to Tower frequency requesting departure from Runway X. The C182 is a local aircraft that typically departs VFR from this airport and I had not noticed an IFR strip belonging to him in front of me prior to his departure. I departed the C182 from Runway X believing the C182 was a VFR aircraft and there was enough separation between the PA-28 and C182. The PA-28 was given frequency change to Departure Control. At approximately 1 mile off the departure end of Runway X; the C182's IFR tagged appeared on the RADAR. I promptly assigned the C182 the appropriate heading for eastbound IFR prop departures of 050. After observing PA-28 had a 20 knot faster speed than the C182; and what I believed to be 3 NM separation between the two aircraft; I gave frequency change to Departure Control. Approach notified ZZZ of loss of separation between the PA-28 and the C182.  I would make a better effort to check my workspace for IFR strips more thoroughly. We have no strip bay on local position. This can cause misplaced and/or unobserved IFR departure strips.


Second narrative: I was CIC and I was planning the break rotation; when Local Control departed an IFR aircraft; a PA-28; off of Runway X on a heading of 050. LC then launched a C182; who often departs VFR; thinking the aircraft was VFR off of Runway X and then I hear LC say; 'Oh he was IFR.' I look up and see the C182 tagged up about 1 Mile NE of the airport. I immediately walked over to LC and told them to watch the speeds on the aircraft as the [aircraft were a] C182 and a PA-28R. We looked at the mileage and it appeared to be three miles and the Aero was moving 20 knots faster than the C182 flight which would be increasing the distance. LC then switched the C182 flight. About an hour later Approach called and advised me that separation had been lost.  I would recommend to check all aircraft for an IFR flight plan and to not assume that an aircraft is VFR.


Synopsis: Tower Controller experienced a loss of separation event when failing to note a second departure was IFR assuming VFR status as was usually the case for this airport based aircraft.
Date: 201207
Local time of day: 0601-1200
Location: MGW.Airport, WV
Flight conditions: VMC
Light: Daylight
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D MGW
ATC / advisory: TRACON CKB
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While departing from MGW; we were cleared for takeoff; on course; and maintain 3;000 FT. As we taxied onto the runway; the First Officer and I looked at each other with a question on our faces as he read back the takeoff instructions and reached up to the altitude preselector and dialed it from 8;000 down to 3;000 FT. Morgantown Tower did not correct him; so we performed a normal takeoff with a left turn on course and a climb up to 3;000 FT. After the switch over to the Departure frequency; and while leveling off at 3;000 FT; the GPWS activated with a 'terrain' warning. The First Officer immediately checked in and requested higher. The Controller responded with 'climb and maintain 8;000 FT.' After I initiated the climb; there were no subsequent GPWS hits and the flight continued uneventfully.




Synopsis: Flight crew departing MGW in VMC reports being instructed to climb on course and maintain 3;000 FT. Leveling at 3;000 FT a terrain warning is annunciated and the First Officer quickly requests a higher altitude and is cleared to 8;000 FT.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger 300
Operator: Corporate
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after rotation; smoke entered the cockpit and cabin. The smoke smelled like something was burning and a high pitched whistling noise began. ATC was notified. ATC cleared us to land on the opposite runway. We quickly donned our oxygen masks and performed a teardrop maneuver to land on the opposing runway.  As we lined up with the runway the smoke began to dissipate however our environment system was not providing cool air. A normal landing was made and vehicles inspected the exterior of the aircraft. When given all clear we taxied back to the FBO and shutdown. Maintenance was notified and the airplane was grounded until released.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Corporate flight crew flight reported a fume event shortly after take off resulted in return to departure airport.
Date: 201511
Local time of day: 0001-0600
Location: MEM.Airport, TN
Light: Night
Aircraft: B757-200
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)
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Manuals
Primary problem: Manuals

Narrative: After inspecting the dangerous goods container; my First Officer informed me that class 8 (corrosive) had been loaded on top of class 9 (dry ice). We referenced the flight operations manual and asked the DG (Dangerous Goods) agent if this was appropriate. She said it was; but since the FOM did not address this specifically; I called the Duty Officer who informed me that he would place a call to the DG department. A few minutes later; he said that the hazardous material as loaded; was good. Then we blocked out on our flight. Confusion existed as to whether the DG can was loaded properly; since our FOM did not specifically address these two different types of classes on top of one another. Updating the FOM to include this type of loading for these two particular hazardous materials on board.




Synopsis: B767 Captain questioned the loading of Class 8 dangerous goods on top of Class 9 and the dangerous goods department was queried. The load was apparently legal but there was no specific mention of this situation in the Flight Operations Manual.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Turbo Commander 690 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
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 Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Practicing an ILS approach in VFR conditions; after intercepting the LOC I had to do a 360 to provide spacing for a C-172 who was on an IFR flight plan. Upon re-intercepting the LOC and tracking it inbound I was waiting for the Glide Slope to be one dot above before lowering my landing gear. After continuing inbound a ways more and no Glide Slope flags; but also no Glide Slope movement I discovered that the Captain's side Glide Slope was frozen at 1 1/2 dots above. I verified this with the co-pilots side Glide Slope. After trying to switch frequency and then switch back; identifying again that it was the right frequency the Tower cleared me to land. I failed to check 3 in the green and got low enough to rub some rivets on the belly of the aircraft before initiating a go around and landing. Another contributing factor was the fact that I had been practicing slow flight with gear up and 1/2 flaps and had pulled the landing gear circuit breaker to silence the horn. Doing the before landing check list is usually accomplished upon Glide Slope intercept before the outer marker. The fact that I never got Glide Slope intercept threw me out of sequence on my use of check list. To prevent this in the future I would not continue to trouble shoot a problem on final but would instead go around and re-evaluate; or complete the checklist and land.




Synopsis: AC690 pilot becomes distracted by a malfunctioning glide slope indication during approach and nearly lands gear up before going around. A landing gear circuit breaker had been pulled to silence the warning horn while practicing slow flight and was not reset.