elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Confusion; Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Other During Gate Arrival
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft taxied into gate (Marshalled by Employee XX) and Employee XX gave stop signal. Captain stopped aircraft. Employee XY approached nose landing gear to chock. Placed rear tire chock and Captain powered up engine uncommanded. Aircraft moved forward 2-3 feet. Employee XX jumped back from MLG (Main Landing Gear) chocking to avoid injury. Employee XY rolled away from aircraft to avoid injury.  Employee XX still held same stop command.Once aircraft stopped for second time; Employee XX and Employee XY approached aircraft to chock after additional all clear given by Employee XX. Employee XY and Employee XX (separately) spoke to flight crew and questioned why move aircraft [the] 2nd time. Captain explained he's been doing this for 26 years and knows what to do. Again I asked why moved when given stop signal.He stated 'I thought he needed me to come forward because he was only holding the x or really v with one hand. It looked like a v to me instead of an x.'I asked him specifically if he was even remotely unclear about the command being given; why presume and just move the aircraft? He said he knew what the command was... He said 'I thought' multiple times. He said he thought that we wanted him to move forward. We don't do 'I thought'. If unclear; do not move the aircraft and wait for a clear concise command. He would neither agree nor disagree. We both maintained respectfulness throughout; but it was obvious to me he felt no fault or misjudgment.




Synopsis: Flight crew ignored ground personnel commands to stop aircraft.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing taxi in to gate noticed oil pressure gauge right engine read 40 PSI and decreasing; status message; 'engine oil pressure' generator for right engine then shed; 'engine generator' EICAS appeared; 'right engine shutdown' EICAS appeared. With engine fuel control switch was in the run position; positive fuel flow to the engine; approximately 4;000 LBS of fuel in the right main tank. Right engine EGT started to rise from approximately 450C; to 507C and rising when I commanded the fuel control switch right engine to stop. Parked the aircraft; did shutdown checklist; called Maintenance; made appropriate write up. [I] stayed to debrief Maintenance on my observations and actions. On leaving the aircraft I went down to see the right engine and noticed an 8-10 [inch] diameter puddle of fluid on the ramp and what appeared to be oil dripping from the cowling.


Second narrative: Upon taxing into gate after landing; right engine oil pressure and right engine bleed off light came on EICAS. Oil pressure continued to drop but engine did have N1; EGT; N2 and FF positive indications. This continued for about 30 seconds and we shutdown the right engine fuel control switch.


Synopsis: Upon taxi into the gate Air Carrier flight crew note EICAS indications that the right engine is shutting down although the fuel control switch is still on with fuel flow indicated with EGT rising and N2 decreasing. The engine is secured with the fuel control switch and Maintenance is informed.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we sat with the parking brake set awaiting our gate; the lower windshield metal heat strip on the Captain's side had a bright spark that sent flames throughout the inside of the laminated glass in the windshield; instantly sending spider cracks throughout the entire windshield. The flames lasted around 1 to 2 seconds before extinguishing on their own. We immediately deselected windshield heat; and I asked our jumpseater to obtain the fire extinguisher and hold it ready. We ultimately agreed that CFR assistance was not necessary; but we placed appropriate frequencies in standby in case we needed to call for immediate assistance. After a brief discussion with Maintenance we agreed the problem was contained and since I was able to see out the windshield to we taxied to the gate without further event.




Synopsis: As they awaited their gate after arrival the flight crew of an ERJ-170 experienced a shorted windshield heat event that blazed momentarily and spider webbed the Captain's windshield.
Date: 201208
Local time of day: 0001-0600
Location: LEMD.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON LEMD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: We were cleared for the BARDI 1C Arrival to LEMD. We followed the charted altitude assignments; but continued on the lateral path of the arrival past BUREX Intersection. Unlike other arrivals--such as at EGLL--the clearance limit is clearly printed on the chart. We did not catch the fine print by the intersection indicating it was the clearance limit. We were given vectors back around to eventually fly the 33L approach.




Synopsis: On arrival to LEMD via the BARDI 1C STAR; an air carrier flight crew failed to comply with the 'Clearance Limit' notation at BUREX and its associated warning advising flights to '...not leave the clearance limit without ATC clearance.' The reporter cited the 'fine print' utilized to advise of the limit as a contributing factor.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Aerobatic
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was ferrying an MXS for repairs. I had made two fuel stops and was on my final leg cruising at 8;500 FT MSL when the engine failed catastrophically. I had enough altitude to glide over [a suitable airport]. I was busy shutting the engine down and turning off switches when I entered an overhead pattern and began spiraling down. I did not have time to look up a frequency and I had shut off the avionics at that point anyway. So I visually cleared the area as best I could. Saw no conflicts and selected a runway into the wind. I landed on a runway which had barriers on the surface. I dodged those and rolled to a stop just past the intersection of the primary runway. I did not contact Tower due to my emergency status. I did not land on the primary runway as I was guessing that any jet traffic would prefer that one. I contacted the Tower via telephone and they did not request any other information.




Synopsis: MXS pilot experiences a catastrophic engine failure at 8;500 FT and is able to glide to a suitable airport and land on a closed runway. There was insufficient time to contact the Tower via radio prior to landing.
Date: 201702
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Weather; Airport; Airspace Structure; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Aircraft X was level at 12000 feet direct TOXEE waypoint. An unknown aircraft less than 6 miles in front of and slower than Aircraft X was also direct TOXEE issued a descent to 13000 feet. I observed unknown aircraft descend below 13000 feet and alerted the Radar Controller. Conflict alert went off and the Radar Controller attempted to expedite the unknown aircraft to 11000 feet. I observed a closest proximity of 4.9 miles. Very complex traffic with bad weather. Due to heavy traffic volume and bad weather the traffic began to overwhelm the Radar Controller's and my ability to give control instructions due to frequency congestion both air to air and air to ground.This happens every year. KSUN is a popular destination. The airport and airspace is dangerous during these times. It is a matter of time; not chance; that aircraft collide with either terrain or each other. KSUN should set a maximum operations a day and hour limitation. During times where approaches are conducted arrivals should be spaced a minimum of 10 minutes apart or in VMC 5 minutes. To prevent collision of opposite direction aircraft; arrivals should only be allowed during the first half of the hour; departures the second half. This may seem like overkill but this is not a suggestion it is a must. Lives are at risk and it is not taken seriously by anyone other than the controllers.




Synopsis: A Center Controller reported an unknown aircraft descended into the sector with less than the required 5 miles lateral separation.
Date: 202106
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft and Drone in-flight near miss. Drone appeared off my left wing moving behind aircraft heading south east Drone heading north west




Synopsis: Pilot reported a near miss with a UAS.
Date: 201812
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Found large puddles of Glycol with runoff on [two] gates. Estimated 20+ on ground for each gate. This; in addition to the environmental hazard; creates slippery conditions on the gate for ground crews. If the frost was heavy enough to require this amount of fluid to remove; it should have been done at the De-ice Pads. If this was a training issue; then it should be followed up on.




Synopsis: Ground Agent reported large amounts of Glycol [Hazmat class 6 Toxic liquid] in gate/ramp area.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Rudder Control System
Component problem: Improperly Operated
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: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During the normal flight control check procedures after engine start for an MRO (Maintenance Repair Overhaul) FCF (Functional Check Flight) refly; the rudder pedals did not move and were locked in the neutral position.  The First Officer also attempted to cycle the rudder pedals with the same locked in neutral results. We contacted the ground crew via radio to ensure the nose gear steering bypass pin was removed and steering bypass lever in normal steering position.  The ground crew confirmed the nose gear steering bypass pin was removed and lever in the normal steering position.  We performed an after landing checklist; performed shutdown and shutdown checklist.  A maintenance representative opened the forward E&E door to inspect the flight control assembly area under the flight deck and found a rudder lockout/rig pin still installed then subsequently removed.  I elected to have the aircraft towed back to the hangar to address how the rudder pedal rig pin was not removed after maintenance repair and needed confidence prior to future ops.Established maintenance procedures were not followed. [Suggest] ZZZ MRO Rig Pin Kit to better inventory parts.




Synopsis: B777 Captain reported rudder pedals were locked in position and would not move. Captain requested Maintenance inspect rudder pedal linkage and a rig pin was discovered still installed in the forward electronics and equipment bay.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: wind gusts; 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Requested landing runway with least crosswind angle. During landing; just after touchdown; encountered 70 degree crosswind gust. Aircraft yawed to left; I applied strong nose down pitch and maintained full right rudder. Aircraft tail and left wing lifted; left main wheel lifted off runway; nose wheel fairing scraped for approximately 50 feet on runway surface. After a few seconds; regained directional control and aircraft settled flat on runway. Inspected aircraft. No damage other than scrape on nose fairing. Attempted to obtain ATIS runway report before departing; but could not find phone number. Runway condition seemed less than reported 3 condition. I should have been more mentally prepared to handle cross wind gust; including immediate go around decision.




Synopsis: C177 pilot reported a loss of control during landing after encountering a significant crosswind.
Date: 201306
Local time of day: 1201-1800
Location: ZGSZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing; Taxi
ATC / advisory: Tower ZGSZ
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Landing Rollout at ZGSZ Runway 16 almost turned off at NOTAMed closed Taxiway E6. Closed Taxiway E6 was identified and briefed however during landing rollout I started to turn off on E6 but was warned by ATC at about same time that we discovered error. Aircraft never entered closed taxiway as we corrected and exited Runway 16 via E7. What led to confusion: 1. High work load post landing (First Officer was flying) 2. Commercial Chart EFB moving map display selected but aircraft position indication not present. 3. Poor taxiway signage; turnoff sign for E7 (next taxiway) is located very close to Taxiway E6. 4. No barriers or other indicators at closed taxiway. 5. Light weight landing with subsequent short rollout. EFB moving map correctly indicated E6 closed but aircraft position was not present. Question: is the aircraft Present Position (PP) indication designed to appear at a certain ground speed? Had the position indicator been present; I would have instantly noted current position and not have been confused by E7 sign. In the future I will not clear runway until EFB moving map PP indication is available to confirm my actual position. I will also attempt to pick a reference point to indicate desired runway exit route other than rely on signage. Especially in China.




Synopsis: An Air Carrier pilot noted that his EFB moving map own ship symbol was not visible after landing and so he nearly exited ZGSZ Runway 15 at Taxiway E6 which was closed. Poor E6 signage location also caused confusion because the sign is near Taxiway E7.
Date: 201304
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at 31;000 FT the autopilot started oscillating above and below the altitude by a couple hundred feet. Then the autopilot failed. The Captain took control and flew the airplane and noticed that the elevator was not very effective. We descended out of RVSM airspace to comply with the regulations. We decided that it was a jammed elevator and did the memory item and QRH procedures for the event. Upon pulling the elevator disconnect we found that the Captain's side was still jammed but the First Officer side was free. We were at this point descending; so we determined it would be best to declare an emergency with Approach Control and land as scheduled.




Synopsis: EMB-145LR flight crew reported a jammed elevator in cruise flight at FL310. They declared an emergency and per the procedure pulled the elevator disconnect and freed the First Officer's elevator; allowing them to continue to a normal landing.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Distraction; Time Pressure
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Day 1; leg 1 of a 4 day trip from ZZZ to ZZZ1. I was the pilot monitoring on this leg. Had not flown much in the last few weeks. Captain was PF. We flew to ZZZ1 at a pretty low altitude; I believe it was 14;000 feet cruise altitude. After starting the descent; we did not realize we had passed 10;000 feet so quickly; and noticed our speed was beyond 250 knots. The Captain immediately slowed the descent rate and airspeed; in order to return to 250 knots.We were distracted. We were on the first leg of the trip; had woken up pretty early; and the fact that we cruised at such a low altitude were possibly all factors. We did not pay enough attention in the descent.I should have kept better monitoring skills during the descent and avoided distractions.




Synopsis: Air Carrier First Officer reported a speed deviation below 10;000 feet during descent.