elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 0001-0600
Location: LAX.Tower, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower LAX
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working Clearance Delivery/Flight Data (CD/FD) when I noticed the FLM walking over to the south side of the Tower; between Local Assist 1 and Ground Control 1. I looked over there to see a B757; an arrival to the inboard Runway 25R; just touching down. Local Control 1 immediately told a B737 (the #1 in line to depart 25R) to line up and wait on Runway 25R. Another 25R arrival was about 5 miles out. The B757 started to exit at B6; but stopped before reaching Taxiway B. The B757's tail was still well past the hold bars; on Runway 25R. Local Control 1 cleared the B737 for take off; and then asked Ground Control 1 to keep the B757 moving. Local Control 1 knew the B757 was not fully off the runway. As the B737 began take off roll; the FLM started saying 'keep him moving;' as if trying to will the B757 off the runway before the B737 passed them. It did not work. The B757 had just started to move again; tail STILL not past the 25R hold bars; when the B737 passed the B757 about 50 FT above them. I believe that the only reason that the ASDE-X did not go off; was because the B757's tag on the ASDE-X was spinning and jumping back and for forth around the intersection. I can't really recommend anything; the reason is; because in order to change; you first have to care. In my time at LAX; it has been explicitly clear to me that LAX Tower does not care about safety. Their management will read you mandatory safety briefings and roll their eyes at it. They push the safer controllers to move more traffic; and turn their backs on the controllers who move the traffic while breaking the rules. They watch runway incursions happen and then say that they 'dropped their pen and saw nothing'. I know that no facility can be perfect; and that everyone makes mistakes. However; there is a difference in following the rules and making a mistake; and completely disregarding the rules entirely. LAX has such a horrific safety incident history because no one there cares to follow the rules; and as long as management can be absolved from a controllers 'mistake'; then management will continue to push to unsafely move the traffic; and continue turn their back to any rule breaking.




Synopsis: LAX Controller described a probable loss of separation event when a landing aircraft had not yet cleared the runway with a departure flying overhead; the reporter voicing concern regarding LAX management as condoning these types of safety concerns.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Continued takeoff after a master caution light and an electrical indication at approximately 120 knots. Continued to climb via the SID and cleaned up normally. Once established in the climb; we completed the source off QRH and started the APU and brought it online. Once we were complete and checked the overhead again; I noticed the Number 1 drive light was now illuminated. We leveled off and completed the drive light QRH.After completing the non-normal procedures; we assessed our fuel state to continue and decided the safest course of action was to return to [departure airport]. We returned and were met by Maintenance. We pushed off the gate at minimum planned fuel and took off with just above minimum takeoff fuel.


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


Synopsis: B737-700 flight crew reported returning to departure airport following loss of Number 1 CSD.
Date: 201501
Local time of day: 0001-0600
Location: LAS.Airport, NV
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Workload; Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Chart Or Publication; Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: ATC queried the crew and asked why we didn't continue climbing beyond 13;000 at RIOOS on the TRALR RNAV SID at LAS. We said we received a 'climb via' clearance but only saw 13;000 and we put it in the MCP. However; we were told we were supposed to continue to FL190. Due to the zoomed iPad and super small writing; we couldn't even find FL190 until we zoomed out scrolled all the way down to the bottom of the departure page and both finally found it. The font is tiny; it isn't in the narrative of the departure and the point you are supposed to attain FL 190 at doesn't say FL190 next to [way] point TRALR.


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


Synopsis: A B737 flight crew; departing LAS on the TRALR RNAV SID; was surprised when ATC asked why they had stopped their climb at 13;000 FT rather than continuing to FL190 as directed on their departure chart. Reporters cited the primary contributing factor as the inability to read the tiny print on the large and complex SID chart when viewed on their iPad EFB; necessitating zooming in to be able to read it. The chart directive to MAINTAIN FL190 being located at the very bottom right in the ROUTING box and therefore; due to the need to scroll to find it when zoomed in; in the most inconspicuous location on the page.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Other 
Flight phase: Other Tow/Tug to Hangar
ATC / advisory: Ground ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Maintenance
When detected: Other Tow to Hanger
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was towing an aircraft from gate to the hangar in ZZZ. After crossing Runway XXL; I was directed to contact Ground Control upon clearing the runway. After clearing Runway XXL on taxiway; I was trying to contact Ground Control; they were busy with radio chatter; so I kept the tug rolling about half speed (approximately 7 mph) waiting for the radio to clear. As I was approaching taxiway to turn left (south) towards the hangar; I looked right (north) then left (south) to make sure taxiway was clear. Both directions appeared clear. At that instant; I looked straight ahead and noticed taxi lights; coming from my right to left. I looked to the right again; around the tugs inside radio's and saw a Aircraft Y almost directly in front of me. I hit the brakes; he hit the brakes; and we both came to a complete stop; clear of each other. I was then contacted by Ground Control to give way to Aircraft Y and turn left and taxi to the hangar. Nothing was said by the controller about me doing anything incorrectly and nothing was said by the Aircraft Y pilots about anything and we continued on our way. However; I felt like this was too close for comfort due to the fact that the overall night time visibility in the [tug] is so poor I didn't see Aircraft Y that was probably less than 100 ft away. The VHF com radio's (2) in the ZZZ tug hang extremely low; just forward and to the right in the driver's field of vision. 99.9% of the time we deal with this issue and can avoid problems. As I discovered during this incident; with the perfect storm of bad timing and bad luck; this problem can be extremely dangerous. Not everything in this near incident was the radio's fault; I certainly hold myself mostly responsible; but they certainly caused me not to see the very large and close Aircraft Y. I'd hate to see something else happen due to the radios impeding the tug drivers field of vision. A possible re-arranging of the radios would be extremely helpful to prevent anything from happening in the future.




Synopsis: Air carrier tug driver reported a ground conflict with an aircraft on the taxiway; necessitating rapid braking.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: During descent on an IFR flight plan we were cleared to 4;000 feet MSL. We entered the clouds at 4;300 feet MSL. After a couple minutes I noticed light rime ice forming on struts and wheel fairings. I informed ATC of the ice and requested lower knowing freezing level was 3;000 feet MSL. ATC was working 2 other aircraft not in our vicinity so there was a delay getting back to me. In the meantime we entered an area where mixed ice was rapidly accumulating. I again informed ATC; this time specifically stating we were picking up heavier ice and we needed lower now. We were cleared to 2;600 feet MSL. At that altitude I had ground contact looking straight down but we were still in IMC and still rapidly accumulating ice. Our airspeed was 89 kts with full power; we had heavy ice build up on the wings. Windshield was iced over. At that point I made the decision request priority handling and was immediately given instruction 'altitude your discretion.' We descended and broke out at 2;300 feet MSL into VFR conditions approximately 12 miles from ZZZ. We cancelled IFR flight plan and proceeded VFR to ZZZ where we landed safely.




Synopsis: C182 instructor reported severe icing resulting in an immediate descent to exit the conditions.
Date: 201205
Local time of day: 0001-0600
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While approaching VESKA at our assigned altitude of FL380; we noticed another aircraft at our altitude when he was about 80 NM from us. We started watching him and realized he was probably also headed directly for VESKA. As he got closer; it appeared that we would only have about 2 NM separation if nothing was done. The Center prior to being handed off to Port-Au-Prince; did not respond to our inquiry about the other aircraft. When it became apparent that we were on our own; we turned early before VESKA and initiated a climb. We had the other aircraft in sight by this time and could see that he was not changing course or altitude. While in the climb; we got an RA to climb at 1;000 FPM. We complied with the RA and increased our rate of climb. We leveled off about FL388 and then returned to FL380. Our separation at the closest point was about 500 FT and 4 NM. No other aircraft were in the immediate area according to our TCAS. Identification; we were unable to get Center to respond to our inquiries about the other aircraft at our altitude approaching VESKA. Center gave us a hand-off to Port-Au-Prince and I told him about the RA. It turns out he gave us the wrong frequency and we had to find the correct Port-Au-Prince frequency on our own. I told Center and Port-Au-Prince about the RA. Nobody seemed all that concerned. Port-Au-Prince came back a minute later and wanted to verify that I'd said we had an RA. Also; there was no sign whatsoever that the other aircraft saw us or heard us. Response; after the event we sent an ACARS message to Dispatch informing them of the RA. They responded that they were making the required report. On initial contact with Center; he said 'RADAR contact.' Later on; he asked our estimate for VESKA. Although he never said 'RADAR service terminated' I suspected he didn't have RADAR contact with us anymore. In the future I will ask the controller if I suspect he's lost RADAR contact. We were monitoring guard but got too busy when we got close to VESKA to try to contact the other aircraft. In the future I will make an early attempt to use guard to get ATC's and the other aircraft's attention.




Synopsis: Air Carrier with foreign Center experienced a conflict event; observing traffic for up to 80 miles but unable to contact ATC facility; the reporter noting 'guard' frequency should have be used in this instance.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ hydraulic system 3 low press caution came on. We were over [waypoint] at 12000 ft. We did the checklist and the system was holding 2700 psi with 10% quantity. We decided to divert to ZZZ1 because of runway length at ZZZ in case of system failure. 6000 ft. was too short if we lost the rest of the system. Coming abeam ZZZ1 we got a hydraulic pump 3A and ran the checklist for that system. It was still maintaining 2700 psi. On final with gear down and flaps 30 hydraulic 3 lost all pressure. I decided to continue the approach since we were just above 1000 ft. and stabilized. We [advised ATC] at that point. After we landed we had to get towed to the gate because we lost nose wheel steering.


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


Synopsis: CRJ First Officer reported that hydraulic 3 low press caution came on while in descent causing a divert to nearest suitable airport.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After takeoff with PROF and NAV armed; the 'magenta line' disappeared. At approximately 3;000 MSL; the throttles reduced to idle and were initially unresponsive. After selecting 'prof' again; the autothrottles returned. Both FMS's were totally unresponsive and we were not able to navigate to ANY fix. We then decided to return to our departure airport and also realized we were overweight by 6;000 pounds. We then declared an emergency and landed uneventfully. We were not able to change the destination nor were we able to hard tune the ILS frequency for the approach.




Synopsis: When both FMCs ceased to function shortly after takeoff the flight crew of a B-717 opted to declare an emergency and return to their departure airport. They landed safely; 6;000 pounds overweight.
Date: 201905
Local time of day: 1201-1800
Location: GNV.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: Other Airline Academy
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D GNV
ATC / advisory: Tower GNV
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I was on descent into Gainesville on final for Runway 5; I was approximately 400 feet above the ground and noticed what could've been a drone pass within about 300 feet of my left wing. At the time; I was under a very high task load because I was on short final preparing to land in an aircraft that is still very new to me so I was being extremely cautious to ensure all checklist items and what not were complete and maintaining the proper speeds altitudes and aircraft configurations. What I saw was out of the corner of my eye and I am not 100% sure that it was a drone and that is why I didn't make a report to ATC. I didn't put much thought into it because of being on short final. I continued the approach and landed under normal conditions. During the roll out; ATC issued nonstandard taxi directions so that occupied my mind and I didn't think much more of my encounter until well after the fact the next day when I was talking with another coworker about it. I would suggest just being more aware on short final and that low to the ground of any object that could potentially be a hazard to flight safety and to alert ATC to the issue even though I didn't know what the exact object was so that they knew and could warn other aircraft.




Synopsis: SR20 pilot reported NMAC with UAV while on approach.
Date: 201910
Local time of day: 0001-0600
Location: KZAK.ARTCC, HI
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after the first crew break I was called back to the cockpit. The [Relief Pilot] noticed the left main window arcing and then the cracking of the outer pane. EICAS message of window overheat; following the checklist and turned off the power to the affected window. There was no deforming; bowing; or air leak associated with this window. The flight continued normally to destination. Window got hot.




Synopsis: B777 pilot reported a cockpit window overheat; resulting in an arcing and cracking of the outer pane.
Date: 201212
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: The flight was enroute from BWI to IAH. Their filed route was: KBWI.TERPZ3.LDN.J134.COLNS.J6.BWG..MEM.J29.ELD..SWB.TXMEX1.KIAHTheir PDR [Preferred Departure Routing] issued via PDC was: TERPZ3.LDN.J134.COLNS.J6.HVQAt HVQ; the flight turned off their route (J6 - next fix BWG) and proceeded direct MEM. When questioned; the pilot stated that he had received an amended clearance from BWI that 'basically had us going to HVQ then direct MEM from our original flight plan'.At ZID; we are seeing this as a frequent and recurring problem with departures from the DC metro area. For several years; this has been an issue (pilots' skipping fixes after hitting a point on a PDR) along J134. The same problem; skipping fixes; is now occurring along J6. I suspect that there is either an FMS database/programming problem; or a pilot knowledge/complacency issue. I recommend either changing the PDC format to include more fixes to make it foolproof for pilots; or issue full route clearances.




Synopsis: An ARTCC Controller expressed his concern about flight crews misinterpreting the intent of PDRs when included on their PDC messages and subsequently failing to follow their 'cleared' routing.