elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Stall Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for takeoff and approximately 10 kts we had a 'stall fail caution msg' which triggered a low speed rejected takeoff. We exited the runway; performed the required checklist and called Maintenance. As I was explaining the situation to Maintenance we also discovered the APU Batt CB had popped and the yaw damp status msg was being displayed. At this point Maintenance decided we should return to gate and ground the aircraft. All appropriate communication was established and no further incidents arose. The flight was eventually canceled.




Synopsis: CRJ-700 Captain reported a rejected takeoff due to a stall fail caution message and popped APU CB resulting in a return to gate.
Date: 202110
Local time of day: 0601-1200
Location: PWK.Airport, IL
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D PWK
ATC / advisory: Tower PWK
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was cleared the RNAV 16 approach to PWK.  I had been proceeding direct to HIGUH and after passing HIGUH I descended to the MDA.  I was supposed to descend to the MDA after passing PAMME; the next fix after HIGUH.  The Control Tower called a Low Altitude Alert and I responded by climbing back up into the clouds to an altitude appropriate to the position I was located.  I realized my error of descending too soon at about the same time as I received the alert from the Tower.  This was totally an error on my part.  I needed to pay more attention to the names of the fixes I was crossing; and the altitude I was supposed to be at crossing each fix.  My GPS is a Garmin 430; non-WAAS; so I was executing this approach as a non-precision descent to an MDA.  I am scheduled to have an improved GPS installed; which will have WAAS and therefore glide path capability; and an error such as I made will be less likely.In the meantime I will not make this error again.  My life depends on it.




Synopsis: GA pilot reported an altitude deviation and CFTT while on the RNAV 16 Approach to PWK airport. The Tower Controller advised the pilot of a Low Altitude warning prompting the pilot to climb back to assigned altitude.
Date: 201512
Local time of day: 1201-1800
Location: ADS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Learjet 45
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ADS
ATC / advisory: Tower ADS
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft RA; Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing from ADS we were cleared for takeoff from RWY 15 and given a turn to heading 090. Our initial altitude clearance was 2000 feet. ADS is directly below the 2000 feet overhang to the DFW Class B airspace. A single-engine Cirrus was cleared to enter a downwind for runway 15 by the tower. We were warned of the Cirrus by tower as we began the turn. Once on a heading of 090 and approaching 2000 feet; we received a TCAS TA then almost immediate RA to descend. I saw the aircraft; however the pilot flying decided to descend just in case I had the wrong plane in sight. In the meantime while following the RA our GPWS gave us a 'Don't Sink!' command. We were VMC and knew the terrain fairly well. However; we couldn't be sure that there wasn't a tower or unknown object which was not easily visible. We advised ATC of the RA after being switched to Fort Worth Departure by the tower. There was not time to advise ADS tower of the RA. Ultimately; it became apparent that if this had been in a lower visibility environment; things might have been even more interesting.




Synopsis: LR45 Captain reported that while departing ADS and descending in compliance with a TCAS RA they received a 'Don't Sink!' message from the GPWS.
Date: 201812
Local time of day: 0601-1200
Location: CLT.Airport, NC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp CLT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Staffing; Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: While approaching gate in CLT; ground crew was not appropriately ready for our arrival and wanted us to taxi to gate without having area appropriately cleared; and with the automatic taxi in system; no one was manning the emergency stop button in case it was needed.We had to stop and contact Ops to have them move a belt loader. Wing walkers did not have wands and weren't anywhere near the wings and when the area was cleared; no one was by the stop button for the electronic guidance into the gate in case we needed to stop immediately.Evidently; ground crew not appropriately informed about procedures that have been put into place regarding this.Ground crews need to know not only area needs to be clear before aircraft can taxi in; but wing walkers need wands and if electronic guidance is used for parking; that someone needs to be by emergency stop button. Most people don't do this.




Synopsis: Air carrier Captain reported unsafe parking procedures occurred when pulling into the gate.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: SA-227 AC Metro III
Operating under: Part 135
Flight phase: Landing
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At ZZZ a normal approach and landing was conducted on Runway XX for Aircraft X. The winds were 240 [degrees] at 3 kts. After touchdown; around the 2;000 ft. marker; the brakes were applied and immediately the left brake locked up. This resulted in an un-commanded yaw to the left. To counteract the left yaw; full right reverse and right braking was applied. This was not enough to keep the aircraft on the pavement. The engines were shut down immediately after the aircraft came to a stop. The aircraft came to rest at about a 45 degree angle to the runway; with the tail just off the pavement and the nose wheel approximately 30 ft. off the pavement and into the grass. After inspecting the aircraft and runway with the airport personnel; it was discovered that one of the right propeller blades hit and damaged a taxi light. Both the taxi light and a small piece of the propeller blade were found on the runway. During the inspection; we found that there was a completely solid tire skid mark from the left main tires that started at about the 2;000 ft. marker all the way to resting place of the aircraft. No skid marks were found from the right main tires. Once maintenance was able to replace the tires and brakes on the left main; the aircraft was towed backward onto the runway; then back to the parking spot at the FBO. Both tires were found with bald spots and the brakes were welded together due to the high temperature experience. During take-off and landing; we steer the metro's using differential braking and differential thrust. I used as much reverse and braking in the opposite direction than the yawing motion. I don't believe that I could have saved the plane from going off the pavement; but after reflecting on the incident; I could have thought to use some nose wheel steering to try and help.




Synopsis: SA-227 Captain reported left main landing gear brakes locked up during landing.
Date: 201307
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Flight plan: IFR
Flight phase: Parked
Aircraft component: ACARS
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Manuals; Procedure
Primary problem: Ambiguous

Narrative: One of my international long range flights had MEL'd items for HF/SATCOM and Basic ACARS. This should have left the flight with two methods of long range communications. Once the flight was airborne it received a reroute. I was able to contact the flight via SATCOM; however they indicated that the problem with the ACARS was incorrect software and that they could not place a SATCOM call. This left them with only one method of long range communications (single HF). I told them that if they needed to contact Dispatch to have ATC call us and that we would call them back on SATCOM. The cause of the problem was the MEL provided no indication that the exact nature of the ACARS problem also rendered SATCOM unusable to the crew. In the future we need to make sure the MEL and other manuals are clear as to the consequences of placarding a particular system inoperative.




Synopsis: A Dispatcher discovered after the fact that the B757-200; dispatched with ACARS and HF Comm MEL's communications systems in actuality only had a single functioning long range communication system.  ATC was enlisted to provide info/data relays if required.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
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: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We had received 14th stage Bleed Air Duct warning; were operating with wings and cowls selected off and had closed the left 14th stage bleed IAW the QRH.  Continued the QRH and landed with the Left engine at idle.  We did Declare an Emergency.  Because of where the event began; passing 21;000 FT; we were very busy running checklists and preparing for the approach.  We finally completed all checklists and the approach briefing at approximately 4;000 feet on a five mile base for the runway.During the post flight discussion with the crew; the Flight Attendant noted that we had failed to provide the signal for descent through 10;000 FT.  It seems that we omitted this step due to task saturation.  This is an easy miss as the cabin advisory is no longer a checklist item.  This 10;000 FT signal seems to be omitted fairly regularly and is especially likely to be omitted during an abnormal event.  This problem could be alleviated if we reinstated the cabin notification in the Descent and Approach Checklist.




Synopsis: Preoccupied with abnormal procedures generated by a bleed air duct temperature warning; the Flight Crew of a CRJ-200 failed to broadcast the alert to the Flight Attendants as they passed through 10;000 FT MSL as required by their company SOP.
Date: 201709
Location: IAD.Airport, DC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: After pulling into the gate and before the doors opened (engines shut down) the area around [row] 2l filled with a very strong toxic chemical type fume. It caused me to cough; hold my breath and try not to breathe more in. My throat and nose burned hours after leaving the aircraft. I felt lightheaded and in the morning I felt fuzzy; I also had a headache. I got off the plane after the door was open to get fresh air. My colleague sitting across from me also noticed the air. These type of events are happening more and more on this aircraft since the summer started. I regret not writing up all events now. That will change.




Synopsis: Air carrier Flight Attendant reported feeling the effects of toxic fumes in the cabin shortly after parking at the gate.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: The following situation occurs very frequently at the airport; but this particular time was enough to make me finally submit this complaint. When making my initial call on the CTAF/UNICOM; the Wisconsin Aviation worker at the FBO keys the mic on the ground and makes a long winded welcome message; [they include] a lot of information that is not needed nor desired by pilots who are landing there. I have been told that their corporate bosses make them do this; but it is extremely excessive and needs to stop before it causes an accident. This particular day; there were several aircraft trying to communicate with each other; all making the proper recommended traffic calls; but this long winded welcome message from the FBO gets repeated over and over for each aircraft; stepping on several IMPORTANT radio transmissions with useless information that each pilot already had. Furthermore; once finally on the ground; the FBO employee again keys the mic; and makes another long winded message about whether fuel is needed; if any services are required; where you will be parking; and so on; AGAIN stepping on important transmissions of aircraft which are still in the air and trying to sequence into the pattern. I understand the FBO is trying to be welcoming; but they need to do that on a separate frequency and leave the CTAF for traffic which is trying not to crash into other traffic by communicating their position. As I mentioned at the beginning of this narrative; this situation occurs all the time at this airport. I always hear pilots complain about the long winded messages from ZZZ; and it's only a matter of time before a crash occurs because the aircraft in the vicinity cannot communicate with each other because of these unnecessary transmissions from the ground.




Synopsis: C172 Pilot Flying reported FBO filling CTAF with excessive information and blocking critical pilot communications.
Date: 201901
Local time of day: 0601-1200
Location: DWH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower DWH
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Tower cleared my aircraft for takeoff on Runway 35L at DWH without delay for landing traffic. When I rolled my aircraft to the runway center line; I noticed another aircraft exiting the runway that hadn't cleared. I queried Tower prior to starting my takeoff to ask if the aircraft cleared the runway; and Tower directed me to disregard and start my roll. As I neared that end of the runway; I noticed the aircraft had not exited the runway. Another aircraft was on the runway while I was taking off causing a close encounter.




Synopsis: C172 pilot reported accepting takeoff clearance from the Tower while another aircraft was still on the runway.
Date: 201406
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: Weather Radar
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL360 just NE of TCC VOR; we were encountering continuous light turbulence with nothing painting on the radar. It was dark and no reports of significant weather. Then the turbulence started getting significantly worse and we began experiencing St Elmo's Fire on the windows. A quick glance at the radar still revealed nothing. The Captain switched radar systems and lowered the tilt angle. This revealed a return directly in our path. A rapid deviation to the south of course resulted in avoiding the main body of the storm; however we experienced continuous moderate turbulence bordering on severe and what I thought was heavy rain; but turns out must have been hail. Nearly as quick as it started; it was over and we were in the clear. After the encounter; we experienced an airspeed disagreement between Captain and First Officer systems of about 5-6 knots. We compared the separate systems with the stand by system and found the First Officer's airspeed faster than the other two; which I believe was the cause of a momentary overspeed warning. Also shortly thereafter; the #2 Eng Anti-Ice Disagree illuminated with anti-ice in the on position. We were no longer in the icing conditions; so we turned the system off; and the disagree extinguished. After landing we witnessed damage to the nose radome; and the leading edge wing filet area.With the darkness of night; an un-forecasted storm cell and the radar tilt set a little high (about 4.5). We inadvertently entered an unexpected area of severe weather.




Synopsis: A flight crew inadvertently entered unforecasted weather at cruise and encountered turbulence and hail.  Some damage to the radar dome and a wing fillet resulted.