elihoole/asrs-aviation-reports huggingface dataset:
Date: 201212
Local time of day: 1801-2400
Location: JAN.Airport, MS
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground JAN
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Weather
Primary problem: Airport

Narrative: While taxiing to the gate; I observed the following potential hazards: 1) poor lighting conditions on the ramp and the lack of operating taxi lights surrounding the east side of the ramp; 2) poorly marked gate lead-in line and lack of lead-in line to the gate lead-in line; and 3) no ramp edge strip to define the edge of the concrete ramp and grass at that surrounds the ramp. The ramp and grass blend together during low visibility and when frost forms.

Callback: The Reporter stated that they entered the ramp at Taxiway B-4 and noticed the night lighting and lack of taxiway/ramp markings during the construction conditions were dangerous. There is a high potential for an aircraft to taxi off the ramp into the surrounding soft surface.



Synopsis: Air carrier Captain reported hazardous ramp conditions at JAN at night because of poor taxiway markings and ramp lighting.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other landing roll
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing; #2 engine failed during rollout with thrust reverse applied. Initial indications were failure of associated generator; hydraulic pumps; and a/c pack. N1; N2; N3 were all below 10% with EGT (Exhaust Gas Temperature) climbing to approximately 770-780 degrees. Crew shut engine down (fuel control to cutoff); ran QRC (Quick Reference Checklist) and associated engine failure checklists; after landing checklist; and taxied to gate uneventfully utilizing APU. [Required] reports submitted and local Maintenance personnel notified and briefed.


Second narrative: There were never any fire or overheat indications; though we tested the lights to ensure continuity of warning system. The engine shut down safely; so we ran the after landing flows; started the APU and configured for single engine taxi. Upon taxi in to the gate; we met and discussed write ups with Maintenance. There was a status message for RT ENG LP PUMP.


Synopsis: B757 flight crew reported the #2 engine failed on landing roll after application of reverse thrust.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cockpit Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Workload; Time Pressure; Training / Qualification; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: [We were] passing through 5;500 MSL on the RNAV departure; the First Officer flying. I had just complied with the altitude restriction of 5;000A and we were at approximately 5;500 MSL when my Ram Mount separated from the side window. I was startled as it landed on my shoulder and as I tried to brace/catch it; the aircraft banked right of course. After regaining control of the iPad and the aircraft I noticed we were slightly right of the track. I corrected immediately. ATC did not mention ANYTHING and shortly cleared us directly to the next waypoint. This is mount separation resulted with full compliance during preflight of the new company procedure for adhering the Ram Mount to the window after cleaning and wiping clean before installation. This is the second mount separation I have seen in one week. This one affected safety of flight.




Synopsis: An Air Carrier First Officer reported his iPad Ram Mount dislodged from the side window on departure so that while attempting to capture it he had a slight track deviation on the RNAV departure.
Date: 201211
Local time of day: 0601-1200
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Aircraft: Commercial fixed wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were flying on Track Bravo at 0.81M; FL340 and were just East of 50W when we experienced what we interpreted as a compressor stall on the right engine. It was self clearing and no parameters were exceeded. The Captain was on break and was called back to the flight deck. We then called Maintenance Control through Dispatch who advised the right engine was replaced five days before but no issues had been noted since then. We were told to write it up and there was nothing else to be done at this point. After monitoring the engine for about 15 minutes; it looked like it had been an isolated incident and the Captain went back on his break. About ten minutes later there was a light bang and we lost the right engine. At this point I was on the controls and the Relief Pilot was setting me up for a 15 NM left offset. Once we got headed over we decided to start a driftdown down to FL200 per the Engine Out cruise page. At this point the Captain came back to the cockpit and took his seat. I kept flying while the Captain and the Relief Pilot analyzed and secured the right engine and then worked the associated checklists. The Relief Pilot also helped with the radios and declared an emergency. We were considering diverting to CYQX or CYYR but decided to go to Gander because it was closer and the weather was good. At this point we got clearance to Gander and descended below the tracks so we could go direct. The aircraft was flying fine in the driftdown and was holding altitude at around FL250 at a speed of 260KIAS. The weather was VFR at Gander and we elected to land on the longest runway there; Runway 21. The Captain elected to land the aircraft and flew a single engine visual approach with autobrakes selected at level three. He made a very nice approach and landing. The fire trucks said there were no problems noted as we taxied to the ramp.


Second narrative: No substantive additional information was included in the secondary narrative.


Synopsis: An air carrier flight crew diverted to CYQX when the right engine failed in the mid Atlantic.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Control System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After climbing out of a private airstrip I discovered that I had loss of rudder authority due to a (rudder) linkage part failure. After initial assessment and review of aircraft systems and airworthiness; I decided to contact Tower. They offered their runway for landing however I was in the vicinity of a private 5000 foot grass runway; which I considered more suitable to a successful conclusion of the flight. After circling the field several times; burning fuel and awaiting arrival of emergency personnel; made a straight in approach to the north. Touched down without incident; rolled out to approximately 20 mph when the aircraft nose yawed right (tail wheel was down at this point); resulting in a hard left turn of the aircraft; main wheels skidding in a tight ground loop turn. There was no contact made with the ground by the right float or wing tip. The aircraft came to a stop heading 180 degrees opposite direction of landing. Emergency crews arrived; assessed that there were no injuries; no observable damage to the aircraft or possibility of fire. I gave them my information; signed their form and the emergency crews departed.

Callback: Reporter stated the rudder control system issue was traced to the failure of a nylon/neoprene block that the rudder control tube is routed through. Reporter also stated this is a known issue at SeaRey; and the part has been redesigned and upgraded at least twice; but the manufacturer did not share this information with the builder community.



Synopsis: SeaRey Elite pilot reported a failure of a rudder linkage component. Pilot elected to land at the nearest suitable field. The landing was normal until at low speed when steering was lost.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of brakes upon landing in ZZZ.After landing  in ZZZ; the aircraft displayed a ECAM 'Brakes Released'. We applied the brakes and reversers it became apparent that we had limited or no braking. The memory item for loss of braking was applied and at the anti skid/ nose wheel steering switch off; the aircraft reverted to the yellow hydraulics and we regained braking without nose wheel steering. We stopped on the runway with about 1/2 the runway remaining and decided it was best to clear the runway using differential brakes and stop clear of the active. We called ZZZ tower and let them know we would like the aircraft inspected for a flat tire and coordinated for a tow. A ZZZ Operations truck came quickly and inspected and said the tires were all fine.  The tug  then towed us to the gate. After inspection of the aircraft the #3 tire had a flat spot.




Synopsis: Pilot reported loss of normal brakes on landing. The flight Crew ran QRH procedures and regained braking control to stop the aircraft and taxi off the active runway using differential braking.
Date: 201210
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Airport; Human Factors
Primary problem: Human Factors

Narrative: Aircraft landed short; well into the displaced threshold. It is stated in the briefing pages this threshold is un-reinforced and we should not land in it. I thought the Captain was going to flare and he did not. I told him we were not allowed to land in this portion of the runway. He was obviously angry at me for pointing this out. He had all kinds of excuses - like 'better short than long' 'relying on the radio altimeter call outs' - I pointed out they are unreliable due to terrain on approach end of runway. I said nothing more because I had to fly back with him and didn't want any more upset. We turned off at the 2nd exit from runway - most unusual. I am all ears. It is very difficult to know what is going on in the mind of the other pilot visa vi aiming point. If they just plunk the airplane down - it is too late for me to do much about it. If you can tell me anything I can do to do my job better - please let me know. It is very frustrating.


Second narrative: Landing with wind north-northeast gusting to 17 KTS. I touched down before I intended to in the over run of Runway 02 a few feet before the displaced threshold.


Synopsis: B757 Captain and First Officer describe their views of a landing in the 900 FT displaced threshold.
Date: 202012
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We noticed when we were doing the in-flight service that passing out the bottle of water/snack bag first; meant that all the passengers had their masks off as we were serving them from the bar cart. It would be safer for passengers and crew to serve the beverages first; then the snack bags as the amount of time the masks were off would be shorter. This would also limit our exposure time while passengers have their face masks off.




Synopsis: Flight Attendant reported there should be a change to the in-flight beverage/snack service to limit exposure time to Flight Attendants while passengers have their masks off.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aft Flight Attendants at [Cabin Doors] 2-Left (L2) and 2-Right (R2) had to sit in passenger seats for landing due to R2 door was ajar approximately 2 plus inches. Captain told us to move away from jumpseats and take other seats away from door. [Flight Deck] instruments did not register door 'open'. Door [was] normal prior to departure; armed on the ground.




Synopsis: Two Aft Cabin attendants were required to move away from their jumpseats due to the aft right Cabin Door (R-2) became ajar approximately two plus inches during landing. Flight Deck instruments did not register door was 'open'.
Date: 201503
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport
Primary problem: Airport

Narrative: Approaching the J-line; we encountered a large portion of black ice. The brakes were not effective in stopping the aircraft. Thrust reversers were used in order to stop aircraft.Preventative Measures: An inspection of the ramp area from airport personnel would have prevented this encounter with the ice. Airport personnel could have alerted the proper authorities to advise the Crew. No mention of the ice from Ops on the taxi-in. The area of black ice was the size of a good-sized pond with no dry areas.




Synopsis: B737 First Officer reported ineffective brakes in the gate area when they encountered black ice on the ramp. The aircraft was stopped with reverse thrust.
Date: 202111
Local time of day: 1801-2400
Location: EUG.Airport, OR
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was on a radar vector on the downwind level at 4000 ft. in a 3700 ft. MVA. Two VFR targets were in the area just flying around. Aircraft X had one of them in sight; I descended him to 3000 ft. while still in the 4000 ft. MVA. The TCIC (Tower Controller in Charge) noticed it and told me about it. I corrected the altitude while Aircraft X was descending through 3700 ft. He descended to 3100 ft. before correcting to 3700 ft. It was a significant event. I was too busy dealing with the two VFR targets to catch what I had descended Aircraft X to. The low altitude alarm never went off. The 3700 ft. MVA is based off of a 2700 ft. prominent obstacle about 7.5 miles northeast of where the event happened. The terrain elevation where the event happened was about 390 ft. The aircraft was never less than 2600 ft. away from the ground. The 3700 ft. MVA east of Eugene airport has one identifier way up at the north end of the MVA area; where barely any IFR traffic goes. I would suggest putting another '37' identifier at the south end where aircraft fly most often.




Synopsis: EUG TRACON Controller reported vectoring an aircraft below an unlabeled MVA. Controller stated that display MVA labeling should be improved.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Parking Brake
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During climbout; we received a PRKG BRK NOT RELEASED EICAS message along with a EMER/PRKG BRAKE indicator illuminated. We ran the QRH and it did not reset; so we requested priority handling and asked for delay vectors back to ZZZ so that we could prepare for the approach; coordinate with dispatch/FAs/passengers; and also to burn a little fuel to get us under max landing weight.About 10 minutes later; the message and light extinguished on their own. At that point; we assumed that it was probably a sensor issue; but still opted to brace out of an abundance of caution due to the severity of that message if it was real.We made an initial announcement to passengers and then followed up with more information once the FAs had reported that they were finished preparing to land.Once we were under max landing weight; we landed in ZZZ without incident. We had ARFF standing by; but we had no indication of abnormal braking and all brake temperatures were normal; so we made a quick announcement to the passengers and continued to the gate; where ARFF checked our brakes.Once at the gate; we debriefed with all involved and with each other as a crew and decided that we were comfortable to continue on; as another plane was available and ready to go. As far as I am aware; there were no passenger disturbances and no passengers were upset beyond what would be expected. The second attempt continued to ZZZ1 without incident.




Synopsis: EMB-175 Captain reported an air turn back after receiving a PRKG BRK NOT RELEASED EICAS message along with an EMER/PRKG BRAKE indicator illuminated. After a precautionary landing; the flight was continued to destination airport.