elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Vans Aircraft Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Ground; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working Ground Control and Controller in Charge position. I was over seeing the operation when I noticed the Cessna on landing roll when the RV was almost over the threshold on the same runway. I ordered the Local Controller to send the landing RV around. The Local Controller refused. I again ordered the Local Controller to send the RV around because there was not 3;000 feet between the Cessna on landing roll and the landing RV. Again the Local Controller refused.  Runway separation was lost and a runway incursion occurred.This is a controller judgment issue not a system issue. This controller continuously puts aircraft under his control and other controllers aircraft in danger on a daily basis. Nothing is being done about it. I recommend decertification.




Synopsis: An ATC Controller in Charger reported the Local Controller refused their instructions to send an arrival around due to insufficient runway spacing between subsequent arrivals.
Date: 202001
Local time of day: 0601-1200
Flight conditions: VMC
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: 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: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was cleared for takeoff; assigned 140 heading. Advanced the throttles and checked the engine gauges (normal; power set; no lights; airspeed alive). Departed Runway XX; Rotated at 89 kts. upon positive rate gear up. Runway heading at full power but started drifting right but I thought it was just the crosswind pushing me. Airplane began to yaw right between 500-800 ft. AGL. The engine did not sound right and began to run rough. Right rpm began to drop and right fuel flow was high (over 300) and the airplane began to yaw significantly to the right. I [requested priority handling] and ATC said 'yep we saw it did you lose the right engine?' I said affirm and he asked if I wanted to do a 180 back for Runway XY. I said yes and he instructed the aircraft behind me to exit runway to which they said they saw it happen too.Took a few seconds to assess the situation and then proceed with the engine failure after takeoff red box memory items:Mix full; Prop full (engine power spiked and yawed plane to the left); Throttles full (Engine lost power and yawed back right); Flaps up; gear up.There was no change in condition and the airplane began to yaw back and forth with surges in power. I pulled out the QRH and climbed to 1;500 ft. I secured the right engine and made a left turn back to Runway XY.Began descent to 1;000 ft. and Tower asked if I could make the turn to Runway XY and I said yes just taking it slow. Followed the rest of the procedure and landed on Runway XY and taxied to the gate.




Synopsis: Pilot reported an engine failure on initial climb that resulted in a return to the departure airport.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Cessna Citation Mustang (C510)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: On landing I was holding right aileron trim in for a gusting right crosswind. The wind switched and raised the left wing; pushing me to the right. I exited the runway on to the grass along the runway.




Synopsis: C510 pilot reported encountering a wind gust resulting in a runway excursion.
Date: 201511
Local time of day: 1801-2400
Location: OXI.Airport, IN
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SBN
ATC / advisory: TRACON SBN
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: Conflict NMAC; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had Aircraft X on a 340 heading for the RNAV 18 approach to OXI. He was approximately 9-10 NM NE of the airport at 2900-3000 ft. He reported that a drone came very close to him; about a couple hundred feet to the west. I asked him for any of the details that he could give me about it. It was about the same altitude he reported. I let him continue to fly and start the approach. I took down his phone number to get more information once he was on the ground. I told the CIC what had happened and he called ROC. After I was off position; I talked to ROC and called the pilot back to try to gather a little more information. Pilot had his wife with him and she said it was Red and Black in color and the pilot said it was tough to tell but maybe 2 ft in diameter. He didn't take any significant action because it would've been too late. There was nothing that showed up on radar.




Synopsis: Approach Controller is advised by a pilot on approach to Runway 24 at OXI of a drone sighting at 3000 feet. No evasive action is taken.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: A mother coming on board with her child hit her head upon entering the aircraft.  No injury to either one.




Synopsis: A DHC-8 Flight Attendant reported that a mother carrying her child hit her head while entering the aircraft but she was not injured.
Date: 202001
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My FO (First Officer) was flying a visual into ZZZ RWY XX. We were cleared for the approach and the FO turned off her Auto Pilot and turned inbound. She was high and had her pink needles still up. I told her she is high and fast; still going 170-180 KTS. After looking outside; it appeared to me that she was not making corrections or not making them fast enough. I told her to pull her power back and pitch down to the glide slope without diving. At this time; I switched her from FMS to NAV so she would have a glide slope. I was looking outside and saw she was still high. I looked inside and saw her speed was now slow. I told her to continue to push the nose down to gain airspeed and lose altitude. I did not know her power was at idle. I was looking outside; and she now appeared low. I looked back inside and saw she was below the glide slope and the PLI (Pitch Limit Indicator) was coming down. I said; 'my aircraft' and put in power. The PLI touched the FD (Flight Director) just as I took over and I believe the stick shaker may have activated for a split second. I am not sure. I believe the airspeed was at approximately 123 or 124 knots when I took the controls. We did not lose any altitude and we were above 3;500 ft when the event occurred. I believe my FO was focused on looking outside and became tunnel visioned and not looking inside at her airspeed; altitude; etc. for situational awareness. I believe she may have been behind the aircraft and when she met up with the glide slope; did not put in power and was not aware of her speed.Spend more time watching the FO than looking outside at the airport and runway. I should have been more aware of what she was doing with the power and told her to put power back in once she was on the glide slope. When I told her to pull power to lose airspeed and push the nose down to lose altitude; I should have told her what to do once she got on her target airspeed and altitude.




Synopsis: EMB-140 Captain reported that the First Officer's pitch and power inputs while flying a visual approach caused the aircraft to become unstable; necessitating the Captain to take the flight controls.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal taxi out; tower cleared us to take off and the Captain brought the power up to approximately 80-81% N1 and armed the auto throttles after the 3 engines stabilized. Initially the throttles came up evenly but at approximately 90% N1 the number 3 engine shot up past the (V) target. I was able to quickly pull it back so the exceedance was only momentary. When I pulled back number 3 engine; the number 1 & 2 engines jumped up to the (V) target while the number 3 was coming back (it came back to approximately 90% N1) at this point we got a red engine fail warning light on the glare shield and the Captain rejected the takeoff at 90-95 knots. We cleared the runway and did the appropriate checklists.Engine 3 exceedance and engine fail warning.




Synopsis: MD11 First Officer reported an engine failure and subsequent rejected takeoff.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
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: Training / Qualification; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: MEL; Procedure; Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Aircraft

Narrative: During the walk around at ZZZ the First Officer noticed a cable on the nose wheel assembly was zip tied to a hydraulic line and the connector was covered with plastic. (see attachment) During the flight deck preflight I noticed there wasn't a NW STR DISC memo on the ECAM (Electronic Centralized Aircraft Monitor). I mentioned it to the FO (First Officer); he showed me the picture and mentioned that the disconnected cable may be the cause. I radioed ZZZ maintenance and told them we had no NW STR memo and that we couldn't move the aircraft without it. A mechanic arrived; confirmed the pin was installed and stated we could placard/MEL (Minimum Equipment list) the ECAM memo and be on our way. I said that I'd prefer it if he reconnected the cable first and see if that fixes the issue. He inspected the nose gear; reconnected the cable and the issue was resolved. If we would've put the issue on MEL and then subsequently retracted the gear there could've been serious damage to the electrical and hydraulic lines on the nose gear since they were zip tied together. The aircraft was a RON (Remain Overnight) in ZZZ and it arrived with MEL for NWS bypass pin lever clip broken. The spring clip was replaced and signed off as 'OPS check good' and the MEL cleared. During the re-activation process the electric harness was supposed to be reconnected and it wasn't. Follow the re-activation steps as published. A check of the recent maintenance history and they would've noticed the system in question was repaired just a few hours earlier. As a result; they could've made a more thorough inspection of the system rather than just looking at the pin and suggesting we put it on MEL.




Synopsis: A321 Captain reported discrepancy with Nose Gear Steering during preflight.
Date: 201209
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Company Policy; Weather
Primary problem: Ambiguous

Narrative: This report regards a flight [that diverted] in September. I read the crew's report and I was also able to view the releases for the flight; but due to the elapsed time since the flight I have only a slight recollection of the event. I am not the Dispatcher who sent the original release so I cannot speak as to how it was planned or how the original alternate was selected. I did amend the release twice. The first amendment was to change the alternate at the crew's request and the second was to add another alternate due to the flight diverting. The crew stated that 'Dispatch continues to use inadequate alternates'. I cannot disagree with this. In my opinion the fuel savings policy has made it difficult for dispatchers to use their discretion to select more appropriate alternates. Even though we follow the policy outlined in [the Dispatcher Manual]; we are still being reprimanded by management. Remarks put on the releases per the policy are not being filtered out or even looked at; so we are being penalized even if the extra fuel or alternate is completely appropriate. During one occasion when I was being talked to by management about my fuel numbers; I was told that the company had recommended that specific dispatchers be fired for planning too much fuel. This was right after July; one of the peak months for convective activity when ATC reroutes and airborne holds are common. I was also told that the company preferred diversions over planning extra fuel. Other dispatchers have had similar meetings with management. Overall; the fuel saving policy is beneficial but the way it is being administered is fostering a negative culture amongst dispatchers and crews.




Synopsis: CRJ200 Dispatcher comments on a flight that diverted five weeks earlier and laments the company policy concerning alternate selection and adding extra fuel for anticipated delays enroute.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Procedure; Equipment / Tooling
Primary problem: Ambiguous

Narrative: After landing; we taxied to our gate where we verified/verbalized the Safety Zone was clear; followed the Marshaller's guidance; and parked with the left engine running. While waiting for ground power to be plugged in the plane started to vibrate and I immediately shutdown the engine; after which the plane went dark. After explaining the situation to our passengers and getting electrical power restored; I went down to the ramp and observed that the left engine had ingested a large quantity of the yellow aircraft [air conditioning] hose.




Synopsis: Despite the flight crew having verified their parking safety area was clear of clutter; a B737-700 ingested a large quantity of the ground air conditioning hose into the left engine while they awaited the connection of ground power.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Check Pilot; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after takeoff we were being vectored south off Runway XXR to ZZZ VOR. At about 3000 ft. climbing to 4000 ft. We hit what was thought was clear air turbulence. Sharp firm jolt that rocked the airplane once and stopped. Then a few seconds after got a 'bag door open' message on EICAS. I was the PM (Pilot Monitoring) and told ATC immediately we have to level off to trouble shoot an issue. We stopped climb at 5000 ft. I immediately asked for vectors and realized it was not clear air turbulence. Ran the QRH it said to continue to 10;000 ft. and trouble shoot for pressurization issues; then consider landing at nearest suitable if there is an issue. I was conducting a requal IOE (Initial Operating Experience) and had a new pilot as Pilot Flying. The weather was building and it would have become a task saturated event if we tried to climb and troubleshoot for pressurization issues. This jolt was not normal. I decided to do an air return since we were so close to ZZZ and it is most suitable. I told my trainee to continue to fly and talk with ATC for vectors and give me some time to set up for an air return. Contacted Dispatch and Maintenance Control and ZZZ Operations to let them know we were coming back. Got it all set up. Completed burn off the fuel and landed without further event. Coming to know after Maintenance came on board. The entire cargo load shifted and fell on the bag door somehow set off the sensor.Threats was conducting IOE; weather; vectors around weather. Trainee and myself learned that workload management is imperative and would make a difference...clear concise leadership and communication plan stated allowed me to decide to have him fly while I got in the books and did all the housekeeping to allow a successful and safe air return. It was his first time seeing and being part of one and was definitely getting overwhelmed.




Synopsis: EMB-145 First Officer reported executing a precautionary air return due to an EICAS message.
Date: 201703
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Gate Agent / CSR
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was summoned to meet an aircraft that had returned to block at gate. I was the originally assigned to the flight originally so I repositioned the jetbridge to offer egress and to deplane passengers. The captain came to podium to say that there would another 15 to 20 minutes so I didn't have too deplane my passengers. Afterwards I was given the okay to close the aircraft door. I then retracted my canopy and I called zone to say that I needed a guide off and she responded that she would relay the message to ramp and there would be a few minutes. I would say that well after 10 minutes I observed the aircraft moving without a ramp guide off at this time was scared and shocked that it happened. All kinds of questions went through my mind for example what if I had been too close to the aircraft there certainly would have been substantial damage ramp should have given me a signal. I then called zone and spoke to another guy; he said he would contact a ramp supervisor.




Synopsis: Gate Agent reported a flight pushed off the gate even though the jetway had not been moved away from the aircraft.