elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
Result: Flight Crew Executed Go Around / Missed Approach

Narrative: We were on profile and over the river when we received an 'Obstacle; Obstacle; Pull Up' alert. We followed the procedure; and told ATC we were going around due to a GPS alert. They gave us vectors for another approach. We flew slightly above the profile approximately 300 FT higher on the second approach and landed without incident.I believe we were right where we were supposed to be; so I don't know [what preventative measures to suggest]. Possibly raise the altitude target to 1100 instead of 900 over the bridge.




Synopsis: A B737 descending on the RIVER VISUAL to Runway 19 at DCA responded to and EGPWS 'TOO LOW; Obstacle' warning when approaching the Key Bridge. They executed a go-around and returned for a successful second attempt.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On takeoff at approximately 100 knots we hit at least two seagulls; one entered the left engine. We rejected the takeoff. After clearing the runway we requested fire trucks out of an abundance of caution for the high speed reject. We ran the RTO (Rejected Takeoff) in ACARS. Data said we could return to the gate with a brake cooling time of 16 minutes. We returned to the gate after Fire and Rescue cleared us. No Passenger injuries were reported.




Synopsis: B737-700 flight crew reported rejecting takeoff due to bird strike.
Date: 201310
Local time of day: 1201-1800
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Photo Shoot / Video
Flight phase: Taxi
ATC / advisory: Tower TUS
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication; Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Early afternoon I received taxi instruction from TUS Ground for taxi from the FBO. I was advised to taxi Delta to Runway 11R. Upon approaching 11L; was advised by Ground to continue and cross Runway 11L which I did. I was observing Foreflight iPad taxi diagram and [was] unfamiliar with the airport never having been there before. I noted on taxi diagram that gray color taxiway did not seem to actually cross the runway and assumed it was OK to continue with that area looking clear of the actual runway. I accidentally went further on the Delta taxiway than I realized; apparently being near the approach area of Runway 11R. Ground Control notified me to hold short Runway 11R but by then I was in the middle of that area so advised them that I was already almost across that area. Believe the diagram is somewhat confusing due to the gray taxing area color as opposed to the black color for the runways on the diagram. If the approach area at Delta and the intersection of both runways were black; feel it would be a bit more obvious of the runway area. Runway 11R is also very narrow and easy to miss at that location. I realize it is a 'Hotspot' area but initially missed it.




Synopsis: A Corporate pilot unfamiliar with TUS and using an iPad; was cleared to cross Runway 11L but could not visually identify or did the EFB Airport Chart indicate Taxiway D as an extension of Runway 11R and so he taxied onto it.
Date: 201406
Local time of day: 1201-1800
Location: MKJK.ARTCC, FO
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center MKJK
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: During cruise at FL380; approximately 45 minutes after takeoff and in IMC; we experienced multiple airspeed and altitude reported excursions. Captain's airspeed indicated about 140 knots while First Officer's showed about 260 knots. Captain's altimeter appeared correct at FL380; but First Officer's showed FL371. The autothrottles responded to the apparent low airspeed by advancing the throttles to the engine limit. I disengaged the autothrottles and reduced the throttles manually to a normal cruise setting. However; both EEC's tripped to ALTN. After assessing which instruments reflected accurate information; we descended to FL340. During the descent and shortly after level off at FL340; all instruments began returning to normal. We continued the flight at FL340 to uneventful landing. This was caused by some unknown aircraft malfunction and; as such; there is not much we could have done to avoid it. We were presented with conflicting information and we had to methodically determine which instruments we believed to be reliable and which were not and then proceed accordingly. The symptoms we had were not unlike the simulator scenarios for unreliable airspeed and altimetry.




Synopsis: B737-800 Captain experiences unreliable airspeed and altimeter indications at FL380. Both EEC's were noted to have tripped to alternate. The Captain's airspeed and the First Officer's altimeter are determined to be in error and the flight is descended to FL340 where all systems return to normal.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While taxing to Runway XL; we encountered some COM issues. I did transmit over the ground frequency but they could not hear us. Upon reaching the hold Short Line for Runway XL; I was unable to stop the plane. The brake pedals lost complete pressure and I had no control over the plane. I immediately applied the parking brakes; however; the plane went past the hold short line and turned left into the grass. There was no damage to the plane; or any airport environment. Airport Personnel arrived and assisted me. They took down all my information and then towed me to the FBO. A local ground staff did check out the plane and confirmed that the brakes have failed and lost all pressure. I did inform the flight school and squawked the airplane for all the issues. There were no people harmed nor any damages reported.




Synopsis: Pilot reported loss of normal brake system during taxi into position on runway; causing a runway excursion.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Upon arrival at ZZZ; Ramp informed us that the door was completely off of the DG (Dangerous Goods) can in position 1R. Additionally; the Hazmat agent stated that the latches all appeared to be unlatched. It is impossible to know if the door was ever put into position or if it was installed and not latched. FO (First Officer) stated that she was unsure of its condition after inspection but was certain that the hose had been properly connected.There was a failure of the Hazmat agent to properly close/latch the door as well as a failure of the ramp agent to visually confirm prior to closure of the rigid cargo barrier door.Rigid compliance to DG procedures and independent verification is necessary.




Synopsis: B757-200 Captain reported that the Hazmat agent at destination notified crew of Dangerous Goods container improperly secured for air transport.
Date: 201505
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Second aircraft: B737-800
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Encountered moderate wake turbulence approximately five miles behind Company 737-800 while on the TERPZ Arrival at BWI airport. Aircraft rolled approximately 10 degrees left and right; airspeed plus/minus five knots. Event lasted a few seconds on three different occasions on our arrival. Captain requested vector and ATC was helpful and gave us vectors to final approach. Autopilot remained on during the event. ATC requested that we submit an ASAP.




Synopsis: B737-800 First Officer reported encountering wake turbulence in 5 mile trail of another B737-800 on approach to BWI.
Date: 201410
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777-200
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Climbing above 10000 feet east of PEVEE on the HOLTZ 9 departure; seven miles in trail of a B777-200 on the same route; we had two moderate encounters with wake turbulence with large variations in roll. This necessitated us leaving the assigned track and required alternate heading instructions from ATC. We subsequently encountered two more wakes which required us to change headings again. Winds at altitude were from 050 at 5 knots indicated. The A321 will not out climb heavy jets when in trail on the same route.


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


Synopsis: A321 flight crew reported three wake encounters on climbout in trail of a B777-200 that induced roll and prompted the crew to deviate from the assigned course.
Date: 201403
Location: ZMA.ARTCC, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)

Narrative: Flying north with Miami Center southeast of CRG. [There were] significant buildups and moderate turbulence throughout the area. [There were] many aircraft on frequency trying to check-in and trying to get clearances to avoid weather and turbulence. The Controller was doing her best to handle the radio traffic; but; as she stated; she was working two frequencies simultaneously. Therefore; it was difficult to contact her as everyone was stepping on everyone else's transmission; she wasn't receiving our calls; and her calls were being blocked. This was a weekend afternoon; so I don't know if ATC is minimally-manned during this period; but the working Controller was doing the best she could; but she was nevertheless overwhelmed by the circumstances. In my opinion; she needed to be working a single frequency and; frankly; that would have been very busy. This report is in no way suggesting the Controller was faulty or making mistakes. As noted above; she was doing an admirable job in a very tough situation. The density of aircraft coupled with the bad weather situation really required additional Controller availability. Fortunately; we didn't need to declare an emergency to avoid weather (due to an inability to communicate with ATC) and didn't come close to another aircraft. But; the potential for both was there. Storm buildups; turbulence; and aircraft density should require ATC to work a single frequency in order to allow for clear and frequent communication.




Synopsis: Pilot reports Controller working two frequencies and can't contact the Controller due to congestion on the frequencies.
Date: 201907
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Off Duty
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: As Flight Attendant I9 I sit at door 2R FWD. FA (Flight Attendant) B2 who is responsible for arming; disarming and evacuation responsibilities sits at 2R AFT. The controls for this door are at 2R FWD. In an emergency every second counts and there's no room for confusion. In order for FA B2 to effectively operate this door as quickly as possible we would have to switch jumpseats; creating possible confusion and using up precious time. This needs to be corrected immediately.




Synopsis: Flight Attendant reported safety issue related to duties versus crew seat assignments for arming/disarming doors.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure the power on our #1 (left) engine stuck at max power.  We had not noticed any abnormalities during preflight or our run ups. We continued on our flight plan; notified ATC; and attempted some troubleshooting steps to fix the issue. After about 30 minutes of flying / troubleshooting; we opted to return to ZZZ. We planned the RNAV approach; and shut the engine down while descending to the initial approach fix; rather than try to land with 1 engine at max power. We [advised ATC] as we were now single engine; and proceeded to fly the approach and land without incident.




Synopsis: BE90 First Officer reported returning to departure airport after the left engine was shut down in flight because power could not be reduced below max.
Date: 201508
Local time of day: 1801-2400
Location: DTW.Airport, MI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We operated into DTW and had a little over an hour sit before our flight out. After we shut down; the FO got out to do his walk around; while I escorted an unaccompanied minor to the top of the jetway. After that I went and grabbed a cheeseburger. When I got back to the plane; the only people on board were the FA and a Check Airman who was about to do my line check. Both were seated in the back of the aircraft. I went and sat in the main cabin as well.  After a few minutes; an unidentified individual came on board and said we had an engine running. When I checked; the number two engine was running near idle. I shut it down immediately.




Synopsis: Air carrier Captain reported leaving the cockpit after parking the aircraft and realizing later one engine was left running.
Date: 201812
Local time of day: 0601-1200
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Other Person
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was unaware that [our company] was not authorized to fly a B-767 in to FLL. In the future I will ask the company if there is any doubt about our certification at an airport.




Synopsis: B767 Captain reported landing at an airport not authorized in company Op Specs.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff with the First Officer (FO) flying it was apparent that the aircraft was out of trim.  The FO said he was having trouble keeping the wings level.  We then received a vector to the north.  We then leveled off and determined the rudder trim was malfunctioning.  It took about 8 units of left trim to maintain level flight.  We [elected to return to the departure airport] and received vectors back.  We determined the aircraft was controllable in the landing configuration at approach speed.  We ran the overweight landing checklist and returned for an uneventful landing flown by the Captain.


Second narrative: I was the Pilot Flying and right after lift off the aircraft wanted to bank hard right. Nothing was making sense at the moment. Both engines were operating normally; and both rudder & ailerons trims were centered but aircraft wanted to roll to the right. Told captain I was having an issue with the aircraft wanting to roll to the right. Added rudder trim to stop the roll and it took 8 units to left to stop the roll. We elected to return for the control problem we were having. The approach and landing were normal with a touchdown weight of 132.0 lbs at 700 VSI. Taxied to the gate and shut her down. Maintenance made the comment that the rudder spiral plate could have been the issue. Will now make sure I spin through more than 5 units of travel in both directions before every gate departure.


Synopsis: A MD83 Flight Crew; with the First Officer flying; reports a strong right rolling tenancy after lift off. Eventually eight units of rudder trim are required for wings level flight and the crew elects to return to the departure airport for an over weight landing.