elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Windshield Wiper System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Heavy rain on arrival at ZZZZ. Taxi lines difficult to see. Limited peripheral vision to notice movement after parking. Captain's first leg on a 767-300 after OE. Clearing runway the Captain's windshield wiper would not turn off and stow. We tried to park it several times with no success. This created a major distraction on taxi in at a destination new to the Captain. As we approached the hard stand I tried to park the wiper one last time. In my haste I accidentally turned the APU switch off. This created a further distraction. Captain set the brakes and announced brakes set. Engines remained on while we waited for the APU to restart. Turns out the parking brake did not set completely. The IRO (Relief Officer) announced that we were moving. I immediately applied brakes and stopped the aircraft. The aircraft moved about 5 feet past the stop mark and lurched when I aggressively stopped. Everyone was seated and the seatbelt sign still on; so no one was injured. The wiper finally did stow. We debriefed the threats of the wiper; unfamiliarity of the Captain with ZZZZ; heavy rain; the APU shutdown and restart; and our [fatigue]. Vigilance of the IRO during the entire taxi in was key to the successful outcome of this event.


Second narrative: While parking on ramp [we] were distracted from normal parking duties by extraneous malfunctions in cockpit. We had a noisy malfunctioning windshield wiper and a delay in starting APU. These distractions along with long night flying lead us to not properly setting the brake. This resulted in aircraft moving forward after thinking brake was set. Vigilant IRO (Relief Officer) called out aircraft movement and brakes were applied and aircraft stopped without event.


Synopsis: B767 flight crew reported the parking brake was incorrectly applied which resulted in aircraft movement at gate.
Date: 201705
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DFW
ATC / advisory: Tower DFW
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Manuals
Primary problem: Procedure

Narrative: I was working Local Control during a lull period in between pushes. The push was just about to start. With Runway 18R being closed; we were occasionally arriving to Runway 18L and we were also arriving to 13R which is a converging runway. Like I said; the push was about to start and the taxi status and our hat (position who controls departure gates) status had been set to the west side only having west departures and sending all other departures to the eastside. The Ground Controller accidently kept a northbound departure. He had the taxi status mistaken. Since he had mistaken the hat and taxi status the controller failed to underline the SID in red to remind me that I had to get a release. Then during this aircraft Y checked on to Runway 13R and I cleared him to land. Also I had an aircraft inbound to runway 18R. I put the BLECO in position and realized I had not obtained a release from Local East. I called Local East and got the release. I then launched aircraft X and the supervisor advised me I was in the Converging Runway Operation (CRO) box. I just barely missed getting through the extended centerline for 13R before aircraft Y landed 13R.First of all get rid of CRO procedure. In my opinion it is totally unnecessary. My guard was down being that I was in between pushes. I felt rushed to launch aircraft X because I had obtained the release; even though I did not need to rush. I did not perform my usual scan of the airport and I just simply forgot about the 13R arrival. I need to ensure that I go through all my mental checks before I issue a takeoff clearance.




Synopsis: DFW Local Controller reported clearing an aircraft for takeoff with an arrival landing on the converging non intersecting runway.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pitot-Static System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During pre-flight; distraction led to failure to remove pitot tube cover.  Upon takeoff roll; noticed airspeed indicator not showing airspeed.  Approximately 1/2 down the runway; aborted takeoff.  After hard braking; realized that runway would be overshot.  Aircraft stopped approximately 10 feet past end of Runway XX.  No runway lights were hit.  No damage occurred to either plane or runway lighting.  Informed Tower what transpired.  Taxied to terminal ramp.  Upon inspection; removed pitot tube cover; informed tower; and was given permission to taxi to active runway.  Completed the flight without other incident.




Synopsis: SR22 pilot reported failure to remove the pitot tube covers caused a rejected takeoff and a runway excursion due to loss of airspeed indication.
Date: 201810
Local time of day: 1201-1800
Location: EMT.Airport, CA
Flight conditions: VMC
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Weather; Airspace Structure
Primary problem: Human Factors

Narrative: Flying west bound northwest of EMT talking with [SoCal] was told to turn 20 degrees to the right for eastbound airplane. A minute later heard them tell the eastbound plane to descend 500 feet immediately. About 10 seconds later I saw him on my north side of my airplane just under my wing. Haze flying west bound was a factor. I do have ADS-B and saw the initial conflict but was looking out for the plane after I turned 20 degrees to the right. The controller did not have the other plane turn to his right and I would have been out of the conflict if I continued not turning and going straight. I believe the controller was not on top of the situation and also for me not changing altitude.




Synopsis: C206 pilot reported a NMAC while receiving radar services.
Date: 201603
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were being vectored for the ILS 8 to BUR. About 20 miles northwest of the field. We were assigned and were descending to 5;000. About 5;300 feet; our GPWS announced 'Terrain; Terrain; Pull UP.' I kicked off the autopilot and climbed aggressively in response. By the time the alert was silenced; we were at about 6;500 feet.We notified ATC; who didn't seem too perturbed; and responded by saying 'minimum vectoring altitude in your area is XX feet' (don't remember the number but it was well below us.) We realized with certainty what I had initially suspected - we were never near terrain and were at a safe altitude at all times. In trying to figure out the issue; and determine why our gear horn was also sounding at the same time; I realized that my radar altimeter showed 0 feet. It had obviously malfunctioned and given the false GPWS warning. We were able to continue our approach and land without incident.We deviated from our ATC clearance; and as it turned out it was unnecessary to do so; but when you're in IMC and know that you're in high terrain; when that GPWS tells you to pull up; you don't hesitate; you hit the gas and get out of there. We did what we had to do; what we are trained to do. It was just good that it was only a malfunction and not a real safety hazard; and good that no conflict was created with other aircraft.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Air carrier flight crew experienced a seemingly false GPWS warning due to mechanical malfunction.
Date: 201811
Local time of day: 0001-0600
Aircraft: Commercial Fixed Wing
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: There was a planned [computer] outage by IT for upgrades. Shortly after XA:00 time we received word from the Chief Dispatchers that the outage was canceled. For the next 3 hours work was normal. Around XD:15 I received notification from a Dispatcher working in the Atlantic region that the Captain on [a flight] had been trying to contact me at sector xx to add to his gate fuel. The Captain stated he had been calling for 30 minutes. This is when I learned that my IP TRADE turret was not properly working; however all lights on the turret were green. I then turned up the volume for the back up phone. I noticed that the back up phone is programmed for sectors 14; 25; and 31. Sector 14 on the midnight shift has not been responsible for sector 31 for well over a year. I am not sure when but within the past couple of weeks midnight shift workload has shifted and sector 14 is no longer responsible for sector 25. The new secondary sector for 14 is now sector xx . The back up phone has not been programmed to monitor sector xx. With all of the workload changes going on at this time; IT needs to be copied in on the emails so they can change the programming of the back up phones to coincide with the workload changes happening on midnight shift. I was without a way to monitor sector 38s phones for about 2 hours during my shift. I advised the Chief Dispatchers of this issue and they said IT was working on fixing the phone system. The IP TRADE phone is working now; however calls are not being recorded. In addition to the phone issues this evening; Dispatch View has also had a lot of latency issues and IT still has no solution to recover it. I also had to do an amendment 3 times in Dispatch View before it would let me add a takeoff alternate. Very limited messages were sent out by the Chiefs communicating info to Dispatchers. After the 2 hour outage I was told by a Chief to reboot the IP trade system because now only the odd sectors were affected. After rebooting this in fact was the case. No message was sent out to the floor to remind people to use the phone call log on sharepoint due to the phones not being recorded.




Synopsis: Air carrier Dispatcher reported an unexpected communication issue with company personnel due to equipment problems.
Date: 201312
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Weather elements / visibility: VFR/Clear; 10
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
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: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was performing a test flight of the aircraft for purposes of testing the pressurization system. I had filed an IFR flight plan for the initial purpose of going up to 25;000 feet. Upon reaching 12;000 feet I had determined the system was functioning well and I cancelled IFR to return. I was handed over to the Tower who gave me a 180 heading and told me to report a 4 mile base to final. I reported the 4 mile final and on final approach at approximately the 2 mile point I noticed that the right engine oil pressure was at '0'. I proceeded to shut the right engine down at which point there was a loud noise from the right engine. The right engine was secured and I landed single engine without further issues. After considering the situation; safe and on the ground I think that if there was more time I could have declared an emergency. However there was good altitude and speed for the single engine landing.




Synopsis: C340 pilot experiences an engine failure on short final indicated by zero oil pressure. The engine is shut down and a single engine landing ensues.
Date: 201902
Local time of day: 1801-2400
Location: CRW.Airport, WV
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C CRW
ATC / advisory: TRACON CRW
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on approach to CRW and assigned 3000 feet by ATC. Conditions were clear and we called the airport in sight. ATC cleared us for the visual while on a left base. We were vectored between the IF (Intermediate Fix) and FAF (Final Approach Fix) and the Captain set the altitude for the FAF at 2400 feet and initiated an easy descent. As we were about to level; there was a terrain warning that sounded one time and cleared. The CA (Captain) immediately disconnected the AP (Autopilot) and stopped descent. We confirmed there were no terrain issue and completed the approach and landing without further issues.CA disconnected AP and assumed manual control to arrest the descent and assure clearance of any obstacles.It would be helpful to have a topographic reference for these special qualification airports.




Synopsis: CRJ-200 First Officer reported receiving a terrain warning on a visual approach to CRW airport.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Crankshaft
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: En route in cruise; noted a slight wisp of oil on windshield. While contemplating the situation; noticed a slight increase in oil flow. Canceled IFR (was IFR) and opted direct to nearest airport approximately 40 miles. At 30 miles; oil flow became heavier. Started looking for a place to park it. Saw a nice straight road ahead and headed for it. By 20 miles; very heavy oil flow. A precautionary landing seemed in order. Set up an approach to the north. Due to the heavy oil flow; pilot flying could not see through the windshield. Right seat had better visibility. Oil flow was heavier on left side than right seat. As pilot in command; I relinquished control to right seat pilot (ATP; CFI with total time 25;000). Landed uneventfully. After landing; cause of leak was discovered as spiral crack in crankshaft over 1/2 round. Engine was a factory new IO-550 and had accumulated 138.7 hours.




Synopsis: A C-206's IO-550 crankshaft cracked in flight; spraying oil on the aircraft's left windshield. The pilot gave control to the experienced pilot in the right seat; who made a successful off airport landing.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: SR22
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: M-20 J (201) / Allegro
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working the Ground Control position and observed this event on Local West. The CIC was also observing and attempted to communicate instructions to the Local Controller; however; these suggestions went unused or were unwanted. Aircraft X; SR22; IFR; issued heading 230 and 2;000 FT; per LOA with Approach Control. Thirty seconds later; Aircraft Y; MO20; called 6 miles south inbound. Mooney was instructed to enter right downwind to runway; and issued a beacon code and traffic departing on a 230 heading. Mooney was on a 1200 code and was 5 miles southwest of the field tracking a Northeasterly course directly towards the path of the departing Cirrus. Mooney was descending. Traffic was called to the Cirrus with 'no joy.' Moony finally entered the correct code and the position from the Cirrus was approximately 2 miles. Cirrus was instructed to maintain 1;000 FT. Mooney was instructed to maintain 1;100 FT. The two aircraft had past each other by the time the Mooney said he had the Cirrus in sight. The Cirrus was advised traffic no factor and switched to Departure. I reminded the Local Controller in a loud tone to climb the Cirrus to 2;000 FT. The Local Controller complied; the Cirrus had not switched yet and received the climb instruction; [and] the MVA is 1;700 FT. No positive separation was being applied when several alternatives were available. This was a very dangerous situation that was completely preventable. Any type of positive control would have been preferable. Move the VFR Mooney immediately. Using assigned altitudes below MVA that are only 100 FT apart is not approved separation. Certainly this was at a minimum; a 'Traffic Alert' situation to both aircraft.




Synopsis: Tower Controller described an unsafe event when the Local Controller used questionable altitude assignments to separate a VFR from an IFR aircraft.
Date: 201809
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZAN
ATC / advisory: Center ZAN
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On A590; after crossing PASRO; we noticed an airliner directly above us and started encountering turbulence; which we believed was wake turbulence. In order to avoid the turbulence; we deviated left upwind one mile left of course. In the distraction of discussing where to avoid the turbulence; we failed to ask for clearance to deviate left of course. Control asked us about the deviation via CPDLC; and informed us we needed to ask to deviate left. We took out the offset; and returned to the track (the overtaking airplane was far enough ahead at this point). There were no other airplanes either visually or on TCAS that we were aware of; and we believe no separation issues were caused as a result of our deviation.Channelized attention to our position relative to the overtaking aircraft led to a breakdown in contacting ATC.




Synopsis: B777 First Officer reported deviating left off track on their trans-Pacific route to avoid wake turbulence; but failed to ask ATC for approval.