elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing XXR we exited at taxiway. We contacted ground and they instructed us to taxi via [taxi route] into the ramp. When we made the left turn we could see a marshaler indicating for us to enter the ramp on [the next taxiway]. To the left of us on [the taxiway] there was a parked helicopter. I stayed right of centerline and was taxiing very slowly while watching the wingtip. Unfortunately I misjudged the distance between the left wingtip and the helicopter tail. The marshaler ran from his stationary position to the aircraft and indicated to stop. The left wingtip went under and butted against the right horizontal stabilizer. I stopped and shut down the engines and inspected the damage. Follow company SOP's and when a distance from a wingtip is in question just stop and request a tug.




Synopsis: G450 Captain reported misjudging distance from wingtip to a parked aircraft and made contact during taxi.
Date: 201202
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A B757 received a Low Altitude Alert on approximately 4 mile final Runway 07R. I issued the Low Altitude Alert to the B757 and went over to check the ILS panels. As I was checking the ILS panel; the B757 advised me the glide slope signal was weak; and I noticed that the ILS was set for Runway 25L. I configured the ILS for Runway 07R and advised the B757 that I had reset the ILS. The B757 continued the approach and landed with out incident. During over ocean traffic; I usually leave the ILS for Runway 25L/07R in the west configuration (Runway 25L) since we do not use this runway for arrivals and departures due to overnight noise abatement. I had already completed this portion of the watch check list when the city closed Runway 25R/07L. I must have forgotten to set the ILS for Runway 25L/07R to east configuration (07R) when the City closed Runway 25R/07L. I usually visually check the ILS panels when I provide the relief briefing to the relieving FLM/CIC. While the visually check of the panels is not a requirement; it is a personal preference that I usually perform and did not do this time. Had I stayed with my routine when I was relieved from the GC/CIC position; I would have caught this issue. In the future; I need to stay with my routine.




Synopsis: LAX Tower Controller described a Low Altitude event experienced by a aircraft on final for Runway 7R indicating glide slope difficulties; the reporter acknowledging that the ILS configuration was not changed as needed for this late night operation.
Date: 201906
Local time of day: 1801-2400
Location: S46.TRACON, WA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SEA; Class D BFI
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airport; Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: I was working the BFI final and turned Aircraft X on to final and issued traffic that was VFR going outbound less than a 1/2 mile north of the localizer. I shipped the Aircraft X to Tower as he was now approaching their airspace. Aircraft X went around on about a 4 or 5 mile final. Luckily the traffic that was descending into the adjacent airport was 4 miles north the Aircraft X or this could have been a very ugly situation. Our airspace needs to be amended to make sure VFR aircraft remain clear of the final. The proximity of the two airport's finals are too close for us to have to worry about TCAS RA'S. We need the airspace around this airport's final approach course to be protected from the runway threshold to about 15 miles out north and south of the airport.




Synopsis: A TRACON Controller reported an aircraft they had just shipped to Tower went around in response to a TCAS/RA for an unidentified VFR target in the vicinity of the Final Approach course.
Date: 201902
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Challenger CL600
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: MD-88
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was at 29;000 feet descending to 24;000 feet when I took the handoff. I don't remember him checking on. The pilot called me and asked me if I have traffic. I wasn't aware of any traffic; but either Conflict Alert went off; or I quick looked the sector above me. There was Aircraft Y at 28;000 feet wired with Aircraft X who was now at 28;000 feet descending to 24;000 feet. I told Aircraft X to turn 30 degrees right immediately and to expedite his descent. I didn't call and get control because I believed the situation was imminent and I had a Radar Assist who could have called. It was a Supervisor who was on my Assist and he's not good at all.There were a lot of conflict alerts going on during this entire session with military aircraft in or around my airspace. I was trying to suppress those Conflict Alerts to clean up the scope. I may have suppressed Aircraft X and Aircraft Y without knowing it. The sector above me was where the conflict happened. The controller working those aircraft is by far the worst controller I've ever worked with or around and that's not an exaggeration. That Controller needs to be taken off the boards. Bottom line or never let them work radar again.




Synopsis: ZJX Center Controller reported receiving a handoff and communications from an overlying sector of an aircraft that was in direct conflict with another aircraft in the overlying sector.
Date: 201910
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G650
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Rudder Control System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: RUDDER FAIL CAS message followed by dutch roll induced by light turbulence. Unable to maintain altitude or airway. Initially [requested special handling] as dutch roll increased in intensity. Requested block altitude initially; but ATC did not understand this request. Requested lower altitude and descended to FL301.  Was able to stabilize the dutch roll and reconnect autopilot. Followed QRH procedure; but rudder remained completely failed including trim function; discussed options for landing airport and diverted to ZZZZ due to favorable wind conditions and weather. Completed safe landing at ZZZZ about 1:40 after initial event. Flight control computers were operational hydraulics were all operational Remote Electronic Units 15 and 16 were both failed along with Rudder LVDT Disconnect.




Synopsis: Gulfstream G650 Captain reported that Rudder Fail CAS message followed by Dutch Roll required a diversion to a suitable airport.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeof Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The number 2 engine did not spool up on takeoff. The takeoff was immediately rejected with maximum speed of 30 knots. Returned to gate and aircraft was taken out of service by maintenance.




Synopsis: B737-800 flight crew reported rejecting takeoff due to engine malfunction.
Date: 201308
Local time of day: 1801-2400
Location: MEM.Airport, TN
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower MEM
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: In a conversation with a local pilot; he described a situation that had occurred the day before; while he was out flying in the local area. This pilot stated that he was flying VFR in the local area and requested to do a full stop landing at MEM and taxi back for a departure. The pilot stated that he landed on Runway 36R and was instructed to hold short of Taxiway 'S' and contact Clearance Delivery for his clearance back out of the Bravo Airspace. While trying to obtain a clearance from Clearance Delivery the pilot stated that Local continued to depart aircraft off Runway 36R as he sat between the white runway edge paint and the runway side of the hold short line for Runway 36R. He stated that as aircraft would depart behind him his aircraft was getting rocked very violently. Have a special interest item added to team briefing to cover this type of situation; to help educate someone who apparently does not understand how to handle this type of situation.




Synopsis: MEM Controller discussed an event with a local VFR C172 pilot who's aircraft was 'rocked violently' while holding near a departure runway; the reporter planning controller briefings to increase awareness.
Date: 201703
Local time of day: 1201-1800
Location: ZYSH.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZYSH
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Company flight planning system failed to provide sufficient routing instructions from point of non-redispatch to intermediate dispatch airport. Non-redispatch routing passed through numerous areas which would have required emergency authority. Original Dispatch release used ZBAA as the intermediate dispatch airport enroute to VHHH. Due to Pilot Bulletin regarding company's new aircraft use of ZBAA; the captain requested and received clarification from Chief Pilot and Dispatch Supervisor that ZBAA was in fact 'legal' to use. Enroute; the Dispatch release was updated to remove ZBAA and instead use an intermediate redispatch from JMU VOR in Shenyang FIR directly to RJAA. The other IRO and I came on deck after the new release had been accepted; and this was part of the captain's change over briefing. Shortly after the captain left to begin his break; the redispatch message arrived; all was in order; and the redispatch was accepted. While comparing the redispatch message; the redispatch plan; and the non-redispatch plan; it was noted the flight planning software had built the non-redispatch as direct from the redispatch fix; JMU (in Shenyang FIR); to RJAA. If we had flown the route; we would have been flying off airways to leave China's Shenyang FIR; into Japan's Defense Areas (JDA); and through the company's self-imposed no fly area. Company flight planning system failed to provide sufficient routing instructions from point of non-redispatch to intermediate dispatch airport.




Synopsis: Air carrier First Officer reported the company flight planning system failed to provide sufficient routing instructions from point of non-redispatch to an intermediate dispatch airport.
Date: 201303
Location: ZZZ.Airport, US
Aircraft: B767-400 and 400 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Weather; Human Factors
Primary problem: Human Factors

Narrative: I agreed to call in fatigued as a crew for the following reasons: 1) The Captain appeared extremely fatigued at the time. 2) We had sat around 6 hours and were all experiencing that 'tired dullness' you get with a rolling departure time slip. 3) Although still legal; our duty day was in jeopardy. Assuming we pushed 45 minutes after our assigned aircraft blocked in; we would need minimal ground delay to takeoff and stay under our maximum duty day. 4) We observed the weather getting worse; freezing drizzle with ice and snow pellets. Our experience told us the taxi out and deice would be lengthy and contribute to our lack of mental alertness and undoubtedly bust our duty day. 5) Finally; we projected ahead 8 hours to our arrival; approach and landing; that made us feel uncomfortable given the high terrain and a weather forecast that was marginal. So instead of fueling; catering; loading cargo and passengers and then hopefully pushing within duty day and hoping that we would experience minimal ground delay that would include deicing and then somehow magically feeling refreshed after an Atlantic crossing to execute a high threat arrival; we decided as a crew to make the fatigue call and put a stop to an unsafe chain of events that was being linked together.




Synopsis: B767 First Officer describes the reason for a fatigue call after a six hour rolling delay prior to an international flight.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After takeoff at around 1;000 AGL; the pilot not flying (PNF) called my attention to the illumination of the CABIN DOOR and DOOR SEAL annunciator lights. I was navigating the RNAV departure when the PIC called ATC to inform them of the abnormal annunciations and to request return to Runway 14. The PNF informed the passengers of the problem and to remain seated with seat belts fastened as we returned to the field. On base leg; the cabin door opened. I did not feel any abnormal change in aircraft performance and made the turn to final. The PIC declared an emergency and we landed within the next two minutes. Although I did not hear it; the door made contact with the ground on roll out but caused no control problems. We taxied clear of the runway and stopped onto an available taxiway. We shut down and waited for assistance.


Second narrative: On landing; the First Officer kept the left wheel off the ground as long as possible; but the door made contact with the runway/taxiway eventually as evidenced by the damage noted postflight. We taxied off the runway and onto the taxiway and shut down. I proceeded to calm the passengers down first and then contacted the Company. Following his instructions; we deplaned the passengers and had them escorted to our facility. We also had the aircraft towed for maintenance.


Synopsis: A CE-560XL alerted CABIN DOOR and DOOR SEAL at around 1;000 feet after takeoff so an emergency was declared and as the flight returned to land the door opened and contacted the runway after landing.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post Flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cessna CE-750 Aircraft was being ferried by Contract pilots from ZZZ to ZZZ1 to install a new Left wingtip. When the aircraft arrived; the Aircrew opened the Main Entry Door with the aircraft still pressurized. This caused the door to be forced out with great force causing significant damage to the door; hand rails and other attach points. No injuries. The [flight] crew wrote up: Aircraft stayed pressurized upon landing and after shutdown; cabin door flew open when unlatched. Aircraft Maintenance Technician X investigated the Pressurization System on the aircraft and found it to be operating correctly.My thought [as Maintenance Manager]:I was told that the APU was running when the aircraft taxied in. I would suspect a [flight] crew error during the after landing portion of the flight. I was always taught that before opening an aircraft door that you ensure that the aircraft is depressurized.[Recommend]:Follow the Post Flight Checklist and ensure aircraft isn't pressurized prior to opening the Main Cabin Door (MCD).




Synopsis: A Maintenance Manager reported about significant damage to the main entry door; hand rails; and other attach points on a company Cessna 750 aircraft after the flight crew opened the cabin door upon arrival with the aircraft still pressurized. Main door blew open 'with great force' when the door was unlatched. Aircraft had remained pressurized upon landing and after shutdown.