elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Landed Runway XX at ZZZ and taxied on H. Was cleared to cross [Runway] XY with no delay. After entering the runway I noticed a Cessna on the taxiway on the other side in the middle. I pulled to the left side and to clear the runway. While pulling by my wingtip may have gone under his wing tip.




Synopsis: Pilot reported encountering another aircraft during taxi and was forced to deviate around with his wing passing under the other aircraft's wing.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After taxi out and after both engines were started and APU shut down we started smelling a very noxious odor. We checked with the flight attendants and they and the passengers also smelled the odor. We followed the appropriate checklist and decided to return to the gate. Once we started heading back to the gate we had a medical situation due to a passenger having a seizure. We notified maintenance; ATC; the company and the ramp. After returning to the gate we talked to the maintenance personnel and they informed us that this was the fourth time this had occurred [in the previous 10 days]. Something toxic is leaking into the air conditioning system. Find the cause of the smell and leak.




Synopsis: A319 First Officer reported during taxi for departure 'noxious odor' were detected throughout the aircraft. Flight crew executed a ground gate return in which Medical and Maintenance met the aircraft.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was doing a solo cross country. Everything was perfect at the other airports. When I came back to the home airport which is ZZZ; I have landed at Runway XXL two times. And when I was going to have a third landing; the Tower switched to the Runway XYR. So; I have tried to land at Runway XYR but it was unstabilized so I had to go-around. For the next landing which was for a full stop; airspeed was appropriate and the flight path was correct. The Tower was kept telling the wind direction and speed. So I have concentrated more because of the variable of the wind. But as soon as I have landed the plane started to heading left. I didn't press on a brake or rudder but it started to drift. So I have lost control and didn't press the rudder because the plane was too fast. I felt that if press the rudder; the plane could lose the traction more which would cause a more serious problem. So I have just left the plane to head left to the grass and pressed the brakes as hard as I could. After landing at the grass; I talked to the Tower right away about the situation.For corrective actions; I'm going to talk with my instructor about the effective use of controls; doing more landing training with my instructor and have a review board with the managers.




Synopsis: Piper Archer student pilot reported departing the runway during landing with crosswind.
Date: 201209
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Distraction; Workload; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; MEL
Primary problem: Human Factors

Narrative: [The aircraft] had a status message on the EICAS screen (Fuel QTY CHANNEL). Upon troubleshooting the system; we discovered that the circuit breaker FUEL QTY 1 on the P11 panel was tripped and would not reset. Troubleshooting further per the FIM (Fault Isolation Manual) a bite check on the fuel quantity processor displayed a channel 1 fault code D1; which is a densitometer fault. Channel 2 system checked ok. At this time I wanted to defer channel 1 but Maintenance Controller said we could not because of the D1 fault; that we had to defer the densitometer. I believe that in the several phone conversation that I had with Maintenance Control; he did not hear me say that per the MEL for deferring the densitometer it was required to pull 4 circuit breakers; then go and [remove the connector from the densitometer]; then go back and reset those 4 circuit breakers. The FUEL QTY 1 Circuit Breaker would not reset so I decided to go back and defer channel 1 [of the fuel quantity indication system] which requires the FUEL QTY 1 Circuit Breaker to be pulled and collared. [We] were very busy that night. We had three other deferred maintenance items that were being issued that night on aircraft very close to departure time. [We] were handling all four deferred maintenance items and there was lots of activity and probably some confusion that busy night. [It was a] very busy night for one [Maintenance Controller] and one [Maintenance Technician] to handle four aircraft at the same time and try to get them out on time. Also [I am] still training my self and getting use to using the EFB [Electronic Flight Bag]. The EFB is a good computer but is very finger sensitive when trying to move thru the MEL quickly.




Synopsis: A Maintenance Technician reported difficulty in troubleshooting a complex aircraft system as well as communicating the condition to the Maintenance Controller.  This led to confusion on the MEL that was to be applied.
Date: 201910
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Emergency Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Logbook Entry; Procedure
Primary problem: Procedure

Narrative: I thought we were on a DOM (Domestic) Airbus 320 so I did safety checks for that. Right before doing safety demonstration I realized that placard said OW (Over Water) and was worried since there weren't any survival kits in the fed cabin. Once we finished doing [the] safety demonstration - correct one - we had a little ground delay so once the pilots told us about it I told the Captain that the kits weren't on flight. He mentioned that we weren't going over water so we should be ok and that he would write it up.




Synopsis: A320 Flight Attendant reported that the survival kits were missing during preflight for an over water aircraft.
Date: 201303
Local time of day: 0601-1200
Location: SKBO.Airport, FO
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SKBO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I began flying international airline flights 23 years ago. During all that time; in flights to and from more than 40 countries; I have not seen ATC as poor as it has become in Colombia. This report marks the third consecutive trip to and from BOG/SKBO that I have filed a report. On this leg; specifically: (1) Ground Control cleared us to exit the ramp on B; to taxi via A; and hold short of C. As we approached C and slowed to let an A320 out; Ground twice asked us to hold short of 'Bravo' which was behind us. This is not the first time I had seen a Ground Controller use the wrong word for a taxiway letter; in this case 'Bravo' for 'Charlie' (2) Ground later cleared us past another hold short at Y on S; and to taxi to Runway 13R via S and M. While on M; 3 minutes after cleared to taxi past Y; First Officer asked to verify which Tower frequency; and Ground Controller told us to 'hold short of Y;' which was a mile behind us. (3) On climb out; head-on converging traffic was descending toward our altitude and rapidly closing. Our altitudes met at FL200 in IMC; with the traffic just 20 miles in front of us. ATC was unable to answer our request to call out the traffic in detail (type; distance; altitude descending to; etc.) (4) At FL380 near BAQ we encountered light to moderate chop and asked Center for ride reports at FL360; and asked again; 'Say ride conditions Flight Level 360.' Center then attempted to clear us to FL360; which we told him we did NOT want without a ride report. We again asked for ride reports and ride conditions and were met with silence. (5) We had already checked in early with Kingston 10 minutes prior to FIR boundary; on 125.4. Nearer the boundary; BAQ Center told us to contact Kingston on 128.1. We asked to verify. She said 128.1 again. We asked once more; and she said; 'I say again 125.4' just seconds after telling us 128.1 TWICE; she said 'I say again 125.4;' [in my honest opinion] Colombia ATC has deteriorated to the point that it is unsafe. Their lack of English skills combined with the increased traffic levels has led to a completely unacceptable situation.




Synopsis: B757 Captain operating in the Colombia ATC system noted the ATC English skill levels couple with increased traffic volume has made the Colombian ATC system unacceptable.
Date: 201410
Local time of day: 0601-1200
Location: HQZ.Airport, TX
Weather elements / visibility: 10
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Fuel
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: A normal takeoff was executed.  During the take off climb at approximately 150-200 feet AGL the engine stopped running.  I lowered the nose and was able to safely land the aircraft straight ahead on the remaining runway.  Upon landing there was enough momentum to taxi clear of the active runway and stop on an intersection.  No emergency had been declared and the aircraft did not endanger other aircraft or persons.  Fuel contamination with water was suspected.  All fuel sumps were drained and some water appeared from the gascolator drain.  After a short while the aircraft engine was re-started and completed a normal taxi back to the hangar. Upon preflight on the day prior to this flight and the day of this flight no significant amount of water had been found in any of the fuel sumps.  It is my feeling that the water stopped the engine from running was trapped in the wing tanks and did not enter the fuel pick ups until the aircraft was in the climb attitude on takeoff.




Synopsis: The pilot of a Cessna 150 experienced an engine stopped on climbout and was able to land on the remaining runway.  He reported likely fuel contamination that was not detectable during normal fuel sump draining.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure; Situational Awareness; Distraction; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ has major surface construction in progress.Only a single taxiway to enter/exit the runway exists...all other entrances/exits were closed and barrier blocked.At [this morning] I taxied out for a local flight. On taxi I heard no one in the pattern or calling in nor did I see anyone in the pattern. I announced entering the runway to back taxi Runway XY. As I was back taxiing an aircraft reported overhead turning downwind for Runway XZ. At this point I was nearly into position for takeoff on [Runway] XY. There would have been no conflict whatsoever if the aircraft overhead had simply made a normal downwind and base leg; however that is not what happened. As soon as I announced takeoff on Runway XY the aircraft overhead announced turning final...the aircraft was barely on a downwind leg and had not even turned or even announced turning base for [Runway] XZ. The aircraft circled into a final approach for Runway XZ about 1/4 mile from the departure end of Runway XY.  I was committed to the takeoff and even if I had been able to clear the runway there were no runway exits for me to use to clear the runway. As I lifted off the aircraft maintained a straight on heading to my aircraft and forced me to turn left sharply at very low altitude barely above the tree tops.  I believe this was a malicious maneuver done intentionally to me. After I was clear of the runway environment the aircraft could have landed; but instead they announced a go-around.I am aware of the right of way rules and that an aircraft on final has the right of way to aircraft on the ground. However I believe the other aircraft abused the right of way rules to force me off the runway...which was impossible due to my already having begun my takeoff roll and the closed runway exits.




Synopsis: Pilot reported a NMAC during takeoff. On their takeoff roll; an aircraft on downwind for the opposite runway turned a short base and final leg to land. All remaining taxiways for the instructor were closed due to construction. The instructor became airborne and executed an evasive maneuver.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Checklists
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: The following [report] is in regards to the new checklist procedures.  I know I have been inadequately trained on these procedures; therefore I am operating using old procedures and not in compliance with [company] policy.  I have completed my distance learning; watched the video; have read through the multiple documents; however; I am still at a loss on how to complete [the new checklist procedure].  I am dumbfounded between the training of crosswind landings and [the new checklist procedure] implementation. [The company] had a conservative; company-imposed crosswind limitation until all the pilots were trained on crosswind landings and then took the limitation away once all pilots went through the simulator.  However; [the company] did not do that with [the new checklist procedure]. With a checklist change this significant; that [the company] just dropped in the pilots' laps and said; Do [the new checklist procedure] with just distance learning; videos; and documents.  I am also puzzled since the [the new checklist procedures] rely on memory to complete tasks.  However; [the company] got rid of memory items.  The reason given was that [the company] wanted pilots to use a checklist to prevent any confusion.  I was told that relying on memory can cause more harm/wrong actions to be accomplished.  Nonetheless; [the new checklist procedure] I sense that I must rely on memory to accomplish checklists.  If my thinking is wrong; it is; again; due to inadequate training.  I will use the old checklist style until I am adequately trained in the simulator. First; and most importantly; [the company] should recognize negative transfer effects.  Fleets are different and were designed differently with respect to how the pilot/user safely operates the aircraft.  Therefore; [the company] should keep the fleets separate with procedures.  By keeping the fleets separate; there is also less chance of negative transfer should a pilot swap from one fleet to another.Next; as mentioned above concerning crosswind landings. [The company] should have trained all pilots in the simulator before enacting [the new checklist procedure].




Synopsis: B737-800 First Officer reported concern with the new company checklist and policy changes related to crosswind training.
Date: 201905
Local time of day: 1201-1800
Location: PVD.Airport, RI
Flight conditions: VMC
Light: Daylight
Aircraft: Bell Helicopter Textron Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise; Takeoff / Launch
Airspace: Class E PVD
ATC / advisory: TRACON PVD
Reporter organization: Government
Reporter function: Instructor; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: While providing On the Job Training instruction my trainee gave an IFR clearance and vector to a helicopter below the MVA (Minimum Vectoring Altitude) without any of the required procedures of ascertaining whether or not the pilot could maintain their own terrain/obstruction clearance below the MVA. This aircraft was also right on the boundary with an adjacent facility.




Synopsis: PVD TRACON Controller reported their trainee issued an IFR clearance to an aircraft that was below the Minimum Vectoring Altitude and on the boundary of another sector's airspace.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp; Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload
Anomaly: 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; Company Policy; Procedure; Staffing
Primary problem: Human Factors

Narrative: For the past several months; night shift taxi tow Crew Chiefs in ZZZ have consistently been pressured by management to move airplanes without the required amount of people needed. We run 2 crews at night 5 people per crew and a tail walker. On a regular basis we have only been given 10 people when we should have 11 total on shift. Safety is no concern of management when it comes to moving airplanes. Our hardstands all require a tail walker to assist in pushing airplanes off because of poor visibility and also because it's a confined area. Tonight I am being forced to move airplanes short of manpower because management is rushing to get airplanes in the hangar and off the gates. They were informed about the shortage and are still demanding that I move without the allocated persons. It is only a matter of time before this causes an incident and then we AMT's are accused of a deliberate act when we are being directed to do so.




Synopsis: Crew Chief reported that inadequate staffing and directives of management have caused a hazardous situation regarding aircraft ground towing.