elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 0601-1200
Location: SEE.Airport, CA
Aircraft: Small Aircraft
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Tower SEE
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X wanted to taxi from [FBO] located on the north side of the airport to his hangar located on the south side. Due to [FBO] offering the cheapest fuel on the airfield; multiple parallel runway crossings with Local North and Local South Controller occur during times of heavy traffic regardless of where their hangars are located. Aircraft X was instructed at first to taxi onto Charlie and hold short of Bravo while other aircraft were requesting taxi instructions. I then told Aircraft X to cross Runway 17 on Charlie and hold short of 27R on Alpha. I let Local North (27R) controller know that taxiway Alpha was blocked; due to an aircraft landing [27L] in case he needed to exit the runway onto Alpha. Local North could not get the instructions to aircraft out in time to continue taxiing down the runway. The landing aircraft exited on Alpha. I then told Aircraft X to hold short of 27L on Bravo to prevent a nose to nose situation. Aircraft X read back hold short 27L on Bravo and then questioned if he could cross Runway 27R. I was offline coordinating with Local North controller to request to cross 27R after departing traffic while other aircraft called requesting for taxi. I did not catch transmission right away and Aircraft X crossed 27R while departing aircraft was taxiing onto the runway for departure. I issued brasher warning to Aircraft X and he called the Tower saying he was instructed to hold short 27L on Bravo. He took that as permission to cross Runway 27R.I recommend that the FBOs come to an agreement on a general price of fuel range on the airfield. I understand it is a business and they are competing; but the ground traffic complexity is amplified due to the amount of opposite direction parallel runway crossings that happen during busy times of traffic. We try to use the first come; first serve basis but a lot of pilots become irate when they are waiting for long periods of time due to not being the priority. Also; if the pilot questions an instruction; maybe it is better to go back and verify than assume.




Synopsis: SEE Ground Controller reported a runway incursion attributed to aircraft taxiing to different FBO's for cheaper gas prices on the airport.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Ambiguous

Narrative: Encountered heavy traffic while holding. Decided to divert to land and wait for better traffic conditions. AWOS reported 8 knot crosswind with some gusting. At roundout for landing sensed increasing sink rate. Applied full power to slow sink rate but experienced hard landing. At touchdown; the right main wheel assembly departed the aircraft. Aircraft veered to the right off the runway into soft ground and stopped. Two passengers and the pilot exited the aircraft through the right and left doors. No one was injured. In light of the high traffic and hot and humid weather conditions; flying a longer downwind leg would have given me more time to adjust to flight conditions and make a better landing. On inspecting the right main gear assembly; two days post event; there were signs of corrosion and what appeared to be fatigue fractures at the end of the gear strut. I believe the hard landing probably precipitated an already impending failure.




Synopsis: C182 pilot reported the right main wheel departed the aircraft after a hard landing in crosswind conditions.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On taxi into ZZZ from ZZZ1 today; we had a strong smell of 'stinky feet' on the Flight Deck. The APU was on MEL from a previous write up of the same nature and was not being used. We parked shortly after smelling this and contacted Maintenance to have the issue addressed. An AML entry was made and the form was completed when Maintenance arrived at aircraft. The flight attendants did not notice the smell; nor did the passengers; as far as we were told. I notified the Chief Pilot's office that I felt fine; but would be more comfortable having myself checked; and went to have a follow up medical visit done at the [company] clinic there in ZZZ. No medical issues were found at that time.


Second narrative: [Report narrative contained no additional information]


Synopsis: A319 flight crew reported a strong odor of 'stinky feet' during taxi in at destination.
Date: 201909
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Aircraft: Super King Air 350
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: While conducting OJT for my trainee; I ensured separation between Aircraft X and a preceding aircraft using vertical separation. Aircraft X entered a known non-radar area and the trainee asked the preceding aircraft his altitude and they responded with level at 7;000 ft. The trainee then issued Aircraft X 8;000 ft. to which the replay was that he was already cleared to 4;000 ft. We asked his altitude and he told us 4;200 ft. The minimum IFR altitude in that area is 4;600 ft. and Aircraft X was climbed to 6;000 ft. but no warning was issued. We did not issue this altitude to this aircraft and confirmed it by reviewing the audio recording after our training session. I do not believe longitudinal separation was lost between Aircraft X and the preceding aircraft due to routings and issued holding instructions. Overall I feel that this was pilot error in a non-radar environment. Having and ADSB-GBT or WAM (Wide Area Multi-lateration) in the area would have given us enough radar coverage to have noticed the early descent out of 15;000 ft. and we could have corrected it before the aircraft descended below the minimum IFR altitude.




Synopsis: Center Controller reported that an aircraft descended below the minimum IFR altitude in a non-radar area; resulting in CFTT.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; 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: One package containing Dry Ice was loaded in Net Section 51. It was just standing there alone; not secured by lashing or by other load.




Synopsis: Airline Ground Personnel reported configuration errors during unloading at arrival.
Date: 201707
Local time of day: 0601-1200
Location: T51.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF T51
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Event: During landing and braking on turf runway; the aircraft drifted to the right of the runway. Correction for drifting was applied. The aircraft entered an uncut portion of the turf. The tall grass unknowingly concealed areas of untreated and rough ground. Outcome: No one was injured. The front castoring wheel snapped with the aircraft stopping and resting on the front landing strut. A propeller blade struck the ground and bent; and the engine stopped while at idle speed.Possible causes: Drifting possibly caused by hard surface grading (sloping to the right) and reduced traction of gear as the aircraft glided on grass. Castoring wheel snapping off caused by rough ground while soft-field technique applied. Prevention: Post a warning in the chart supplementals. Clear 50 ft obstacles on both ends of runway. Clear the uncut grass to expose dangers. Place warning signs for pilots and/or fence off unusable area to prevent pilots from entering.




Synopsis: GA pilot reported a turf runway excursion that led to damage from rough surface conditions concealed by tall grass.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Procedure; Manuals; Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: I was trunnioning the LPC [Low Pressure Compressor]. The balance arbor became detached from the LPC during the trunnion process and fell to the floor damaging 12 each 2.3 blades. The tooling work bolts used to attach the arbor to the LPC were provided by EGAT and were too short. Suggestion to add a caution to the JIC [Job Instruction Card] stating the minimum size bolts to use when attaching the arbor to the LPC.


Second narrative: Attachment of handling slings to balance arbor of LPC [Low Pressure Compressor]; bolts too short on end with sleeve on arbor. Going to vertical position - sleeve section slipped off/detached from rest or Arbor. LPC Disc was from a training engine from Pratt and Whitney. Working off Job Card training with Pratt representative/trainer. Sling tooling bolts too short. Trunnion LPC attached to arbor from horizontal work stand to upside down position (vertical) sleeve detached; LPC fell to ground on one end. Note in Job Card for minimum length of bolts to be used with tooling. Better holding compartment of sling tool bolts to be kept with sling tool - proper bolts kept together.


Synopsis: Technicians reported incorrect bolts used on device to lift engine compressor disc resulted in damage to blades.
Date: 201809
Local time of day: 1801-2400
Location: SNA.Airport, CA
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Flying the OHSEA 1 Arrival into SNA. The RNAV (RNP) Z Runway 20R was loaded into FMC. We were told to expect the RNAV (GPS) Y Runway 20R. At two-miles from KLEVR I programmed the FMC with the new approach. Then as I was cleaning up the LEGS page; the LNAV disconnect flashed in the scratch pad momentarily and the aircraft went straight instead of making the turn at KLEVR. We corrected the turn to get back on course. ATC asked our heading and we told them what happened. He gave us a heading and said no problem. He vectored us to final and we landed uneventfully.




Synopsis: B737-700 Captain reported a track deviation resulted when the flight crew tried to reprogram the FMC following a late clearance change from ATC.
Date: 202001
Local time of day: 1801-2400
Location: MEM.Tower, TN
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower MEM
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Upon touchdown and landing with flaps 25; The nose aggressively pitched up when the spoilers deployed. The pitch attitude appeared higher than normal and increasing. I could not discern if we had become airborne again. The landing was normal; calm winds; landing behind a Boeing 767. At this point my First Officer stated...'watch your pitch'. I elected to go around. We carried out the procedure and were vectored back around to land.Suspect a flaps 25 landing/ spoiler deployment combined with possible wake from preceding 767. Flaps 30 landing to help prevent a higher pitch attitude upon landing.




Synopsis: B757 Captain reported experiencing a pitch-up after landing that led to a go-around.
Date: 201603
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground EWR
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While taxiing out of Newark on Taxiway Z approaching Z3 a helicopter took off and went in front of our aircraft's nose with less than 10 feet of clearance. Had I not slammed on the brakes it could have been disastrous. I reported it to ground and dispatch.




Synopsis: Air carrier Captain reported they experienced a near collision with a helicopter while taxiing on Z near Z3 at EWR. The helicopter had apparently been cleared for takeoff from the helipad on Z3 but conflicted with the aircraft; requiring firm braking.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 12
Light: Night
Aircraft: Turbo Commander 690 Series
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generation
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed for a night VFR flight. An IFR flight plan at 10;000 feet had been filed for the flight but prior to departure; I requested the IFR clearance be changed to VFR flight following with a cruising altitude of 10;500 feet. The flight was anticipated to be around a 30 minute flight and there was approximately 3 hours of fuel on board. There were 3 souls on board; the pilot and two passengers. Takeoff and climb out were normal. While enroute at 10;500 feet; the low voltage light flickered once; there was a brief buzzing sound in the headsets and the right generator tripped offline. I did not attempt to reset the generator. I checked the load on the remaining (left) generator and it was under 100 amps. As a precaution; I turned off the pitot static heat and made sure the AC compressor was offline (it was). Approximately 5 minutes later; I began a descent from 10;500 to 3;500. At this point I was approximately 40 miles from [destination]. As I was descending through approximately 8;500 feet; the passenger in the rear of the plane alerted us that there were sparks coming out of the generator vents of the engine cowling. It appeared that there was a mechanical issue with the generator as well as electrical. I elected to shut down the right engine as a precaution and [advised ATC]. At this point I was approximately 10 minutes from [destination]. I elected to continue. [After landing] the emergency equipment followed the airplane to the ramp. I shutdown the engines and all of the occupants exited the airplane normally through the door on the left side of the plane. The firefighters inquired as to the situation and I informed them that it all appeared to be normal. There was no evidence of smoke or fire; so the fire equipment returned to their base and I put the plane in the hangar. I then notified the chief pilot of the situation so repairs could be initiated.




Synopsis: AC90 pilot reported shutting down the right engine after a passenger noticed sparks coming from the cowling following a generator failure.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airport
Primary problem: Ambiguous

Narrative: I just think this is worth reporting because in nearly 16 years on the 737 I have never seen the aircraft do this before and had just heard the same story from a different FO (First Officer) about another high altitude airport. Initially we were looking at an intersection departure; bleeds off; but we ended up almost 3000 pounds lighter than planned.  We ended up Flaps 5; bleeds on from the intersection with a reduced power of 98.9 (max 100.7).  Winds were 200 at 16 kts with a gust.  I believe it was less than 20 kts.  We elected to use the reduced setting.  Aircraft accelerated normally with no airspeed deviations. V1 145; VR 146.  FO noted groundspeed 180 kts near the end of rotation.I usually rotate to about 5 deg; hesitate and let the aircraft break ground then continue the rotation.  The aircraft did not break ground until somewhere between 7 and 7.5 degrees.  Once we broke ground; it did not climb. As I felt the end of the runway was getting too close; I continued the rotation to about 10 degrees.  The aircraft recorder recorded 9.8 departure pitch similar to what I thought I did.  That was when the aircraft started climbing.The FO and I discussed this at some length and felt we did everything correctly.  He also said he noted nothing abnormal with the departure; power setting (it actually settled on 99.1- 02 above reduced) or any part of the takeoff roll except that he noted I kept pulling back farther and farther on the yoke and the aircraft was not climbing. Although we are aware of no mistakes we made on this takeoff; it is worth noting that had the aircraft not started climbing within a very short time after it did; I probably would have been firewalling the throttles and risking a tail strike with increased pitch.




Synopsis: During takeoff roll at a high-altitude airport; B-737 crew experienced an abnormally slow start of the aircraft climb after rotation. Crew felt that it took more nose up pitch than normal for the aircraft to break ground.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After becoming frustrated and impatient from an engine not starting for 30 minutes or so I accidentally left the throttle on full while hand-propping a J3-Cub while solo. The airplane was chocked; however; it jumped over the chocks upon starting up. I was able to make it to the cockpit to bring the throttle to idle and turn the switch off; however; the plane had moved approximately 50 feet from its original position by the time I had stopped it. There was no damage to the airplane; myself; or anybody on the ramp.




Synopsis: J3 Cub pilot reported a loss of control while performing a hand prop start.