elihoole/asrs-aviation-reports huggingface dataset:
Date: 201405
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 phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Ground Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxied to runway and everything was normal. Was cleared in position and hold did before takeoff checklist. Receive takeoff Ok aural message. Cleared for takeoff to fly heading 270 and around 40 to 50 KTS received No Takeoff configuration warning on EICAS. I called to abort; my aircraft since the First Officer was pilot flying. I told him to tell ATC that we were aborting and taxied clear of runway. After clearing I checked flap position; trim; parking brake; and spoiler. I noticed spoiler fail message on EICAS and that spoiler was showing open. I also noticed that a circuit breaker was popped out and it was the spoiler indication circuit breaker. We then got clearance to return to gate after talking to operations; and Ground Control. Once at gate I wrote in logbook that on take off roll received warning message no take off configuration warning and that spoiler fail message also appeared and that circuit breaker had popped and that abort was around 45 KTS. I then contacted Dispatch and Maintenance and told them. We ended up changing aircraft and went on with our day. I think spoiler was not indicating correctly; maybe some short or something with spoiler indicator; to make it think it was open when it actually wasn't. Don't think it could have been avoided.




Synopsis: EMB145 Captain receives a No Takeoff; configuration warning on EICAS at 45 knots and rejects the takeoff. A spoiler indication circuit breaker was found tripped along with a spoiler fail message on the EICAS. Flight returns to the gate for an aircraft swap.
Date: 202011
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: ZZZ-ATL routing was …DAWWN BEORN.Hobbit2 but we put …DAWNN BEORN.Hobbit2 in the FMS by mistake. We caught it after about 5 miles direct to the wrong fix DAWNN and advised ATC. No one asked for a phone number or anything.Typo with the clearance it was kind of an abnormal morning cause we were rushing once we got to the aircraft. We did the clearance verification; but overlooked the typo on DAWNN (DAWWN)..




Synopsis: Air carrier Captain reported typing the incorrect letters of a fix name DAWNN vs DAWWN.
Date: 202010
Local time of day: 0601-1200
Location: OAK.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Climb
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Other Climb
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Human Factors
Primary problem: Procedure

Narrative: Initial departure clearence was received and loaded into FMS (Flight Management System) by copilot. Once both pilots were in cockpit; copilot communicated clearance to PIC with note we were cleared to FL190. Upon taxi out; I requested copilot to brief departure and verify altitude with ATC. ATC confirmed with terminology that we were cleared to FL190 however comply with OAK5 departure. We took that as use OAK5 for lateral guidance however climb to FL190 for vertical guidance. Upon passing through 2;000 feet we were advised of the deviation. We corrected and were handed to another controller who also confirmed deviation.Suggest that departure plates be designed to indicate 2;000 feet as top altitude. Also; that ATC should not advise of a higher altitude until they are ready for us to fly to that altitude. Very confusing on what they are wanting us to do. FMS also only shows that we should be above 1400 feet. Not between 1;400 and 2;000 feet. So unless immediate action is taken directly after take off by pilot flying; FMS and flight director will automatically instruct pilot to fly to the FL190 as cleared by ATC. As well as instruct auto-throttles of a power setting almost impossible to level off with at such a low altitude.




Synopsis: GIV Captain reported altitude deviation on climb out.
Date: 201606
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Taxi
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Gate is a tow in gate for 777s. We entered; shut down the engines; then waited for headset contact. The tug and driver were waiting in the alley; and the tug pulled up; but nothing for 10 minutes. Then when he finally connected the headset; he said; 'Ok; we're all set.' Nothing close to SOP verbage and flight manual required statements such as configured; or ready for tow.We proceeded with the tow; the tug driver obviously did not know SOP and required procedure for a tow. This is where it got scary.We were being towed into [the] gate. Next to us was a 737 parked on the left. The driver started the turn into the gate very early- cutting the corner; to the point the L wing tip was very close to the 737; and the wing walker was not looking at our plane; just at the tug and tug driver! They had no idea the wing was very close to the 737.Now; even more scary. The tug comes to a stop; then next thing I know; he unhooks the tow bar; the plane lurches backwards; and starts to roll backwards; without setting the parking brake! I immediately; and gently set the brake; and simultaneously stated; 'Parking Brake needs to be set!'The airplane moved backwards; and there was an extreme chance for major injury; as the main wheel chocks were being set; and for major aircraft damage. Thankfully; none of this was the case.The tug driver obviously did not know SOP; had no idea of the safety implications of not following SOP. The [early morning] arrival did not help. Good thing we were alert or this could have ended disastrously.




Synopsis: B777 Captain reported an unsafe situation developed during tow in to the gate as the tug operator did not comply with SOPs.
Date: 202106
Local time of day: 0601-1200
Location: FCM.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E M98
ATC / advisory: TRACON MSP
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I made several ferry flights this morning and experienced a total GPS outage while circumnavigating south of the MSP Class B airspace. Specifically; I was flying the 2;300 feet corridor. While in the vicinity of the MN Zoo and Lake Alimagnet; 7 nm off of FGT; I experienced a total GPS outage on all flights. The aircraft were equipped with Garmin GTN 750 avionics experienced the failure. One aircraft had a Garmin 530 WAAS and did not lose the GPS signal; but did experience a brief MSG annunciation that lasted just a few seconds.




Synopsis: Small aircraft pilot reported GPS outages and issues flying between FCM and SGS  airports during multiple flights involving different aircraft types and GPS systems.
Date: 201705
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While configuring on final; the Captain (CA) selected gear down and flaps 15 about one and a half miles outside the ILS marker. Speed was 170; autopilot was off; autothrottes on. Vref was set at 144 knots. As the aircraft continued to slow; the CA called for flaps 25. I then noticed both the amber min maneuver bar and red min airspeed bar were rising close to our current speed. I asked the CA if he wanted flaps 30. He set his bug speed back to 150 knots. I had set flaps to 25. At that point; the red bar rose above our indicated speed of 150. I looked at the speed window and saw 'a150'. We simultaneously got the 'airspeed low; airspeed low' callout; and the throttles were advancing. We executed a go-around uneventfully. On the subsequent approach; we configured early and slowly looking for reoccurrence; but approach and landing were normal.We suspect a flap indication malfunction.Closely checking the position of the red bar for reasonableness throughout configuration; and be ready to execute go around with conflicting indications.




Synopsis: B737-800 First Officer reported an airspeed deviation during approach that resulted in a go-around.
Date: 201402
Local time of day: 0001-0600
Location: LFPG.Airport, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground LFPG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: We were told to taxi to Runway 26R via B and E hold short at E5 hold short point. We turned short of E; instead turned on F; once on F we admitted making a mistake and Ground directed to Runway 26R by alternate taxi directions. All 3 pilots had out the abbreviated taxi chart for the N side complex which didn't show B on tuning to the [east] and then turning south to connect to E. Our charts were truncated. We knew LFPG Ground has the habit of abbreviating their taxi clearances and leaving out taxiways. We talked about this; upon coming to F it was assumed we needed to turn here. While we were on B I questioned the First Officer and Relief First Officer about the taxi directions and we all agreed we needed to turn on F; wrong assumption. Added to this was the First Officer's insistence we needed to turn on F. We finally turned on F and I stopped the aircraft and the First Officer urged me to continue. Needless to say there were some words in the cockpit; and I demanded taxi verification. Ground told us we turned on the wrong taxiway; but then directed us straight ahead for alternate taxi directions. Upon stopping the aircraft and getting clarification we heard the First Officer say 'my bad.' Part of the issue was the First Officer insistence he knew what was always going on; it was borderline arrogance and poor pilot not flying skills.First; get clarification from Ground Control as to what's really expected. I asked the First Officer to do this but he didn't; instead he coaxed me into continuing. It was a leadership issue. Upon turning on the wrong taxiway; I stopped the aircraft felt something was wrong; you think! and asked for clarification. Upon the First Officer urging me to continue; I raised my voice said; NO; CALL GROUND CONTROL; which he finally did and now he realized he caused some of the problems. This issue about the First Officer extended to all he does; from radio calls; to flying the aircraft. I picked up on this early on; but failed to exert my authority and stop his actions. Ultimately; it was all my fault because I didn't handle a passive aggressive First Officer.




Synopsis: MD11 Captain reports a taxiway incursion at LFPG due to a First Officer that claimed to know the route and using the north side taxi chart which does not show Taxiway B turning south to connect to E.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were descending through 3000 feet on the ILS. After selecting flaps 20 we received a master caution TE FLAP DISAGREE EICAS message and corresponding annunciator light. I asked the PM (Pilot Monitoring) to run the TE FLAP DISAGREE checklist. While retrieving the check list; we decided a GA (Go Around) was the best course of action to work the issue. Our instructions were to fly runway heading and climb to 3000 feet. When I initiated the GA I anticipated the aircraft to level off or climb very little since we were already close to 3000 feet. It became apparent that it was not going to be close. So I disconnect the auto pilot and began a controlled level off and power reduction; aware of our potential flap issue and possible flap overspeed. We climbed to approximately 3500 feet while ATC gave us clearance to 4000 feet. We remained on ATC vectors while working the checklist and communicating with Dispatch. After completing the checklist and conversing with the company we landed flaps 20 uneventfully. On our taxi to the ramp [ground personnel] thought they detected a possible hot brake; so they followed us to our parking spot. We advised ramp control to keep the ground personnel clear until [others] could better assess the situation. Once in the blocks the brake temps were determined to be ok. Looking back my altitude deviation could have been avoided by simply selecting ALT HLD immediately after GA; then selecting V/S for the smaller adjustments. The FO (First Officer) did a great job running the checklist; talking to Dispatch; as well as staying engaged with me while I was flying the aircraft and talking to ATC. I'd like to express a thank you to our great training department and the people involved. It was brought to our attention that our 757/767 fleet experiences these types of flap/slat issues 1 to 2 times a week. If this is the case it would be beneficial to notify our crews that there is an issue with the fleet.




Synopsis: B757 Captain reported a trailing edge flap disagree problem.
Date: 201204
Local time of day: 1201-1800
Location: ATL.Airport, GA
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A B717 was cleared for take off RNAV HRSHL and he read back RNAV HRSHL and flew RNAV to RONII. He thought he was a COKEM5 Departure but he was really a RAMBLN6 Departure. The flight plan showed he was a RAMBLIN which is why I cleared him to HRSHL. He ended up less than 3 miles behind the previous departure. Visibility was 1/2 mile and ceiling was 400 OVC so I couldn't observe his turn visually; not that you can because the RACD and ASDE-X for Local Control 1 is hanging in the window blocking your view. I saw him turn towards HRSHL before I switched him to Departure but missed his turn to RONII because my RACD is slaved to Local Control 1 RACD and since that is an arrival local; the RACD is set up to see arrivals and I only can see about 5 miles of my departure airspace. Not really safe but we do the best we can. Individual RACD's for each position!




Synopsis: ATL Controller described a potential conflict involving an RNAV departure routing; noting that equipment limitations prevented him/her from observing the initial wrong turn and suggesting additional and/or re-location of RADAR displays in the Tower.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
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)
Human factors: Communication Breakdown; Fatigue; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: 17 hours on duty; divert to ZZZ1; non-standard pushback procedure. Cleared to start saw tug clear. [We were] busy with weather and cockpit duties; lost awareness of guideman; started taxi and immediately stopped; rolled 1 foot; heard guidman on interphone; he disconnected and within 3 seconds was out holding pin; clear to taxi.


Second narrative: During pushback I was starting engines. I heard the Captain say the tow tug had left. When I finished starting engines the Captain called for taxi clearance. I got the clearance. As soon as we started to move the Captain stopped the plane. He saw someone by the aircraft nose. He waited for them to move clear before continuing.


Synopsis: B747 flight crew began to taxi before receiving a salute from the guideman; still connected to the aircraft by his headset.
Date: 201310
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Contents Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Maintenance advised that the fueler had requested help with a premature fuel cutoff while attempting to add fuel to the number two tank. The tank fuel gauge read approximately 3;400 LBS. Maintenance used an alternate method to check the fuel quantity in tank 2 and concluded the tank was already full. Maintenance and the fueler provided a fuel slip indicating full wing tanks and 12;000 LBS in the center tank. The number two tank gauge was placarded inoperative using MEL 28-10B and 28-06.On liftoff it was apparent that there was a fuel imbalance requiring three units of aileron trim for wings level flight. This indicated to us that the fuel load was incorrect and insufficient for the flight. Due to the excessive roll moment of the out of balance fuel load; an emergency was declared and we returned to land at [departure airport]. The aircraft was below max landing weight.Fuel measurements by alternate methods should be made with redundancy. In the future I will be personally involved in those measurements.




Synopsis: Air carrier Captain reported his aircraft was improperly fueled after apparent fuel quantity gauge failure; resulting in imbalance. Crew declared an emergency and returned to departure airport.