elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
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: Person Passenger
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were given clearance to line up and wait. As we powered up; the aircraft behind us advised we had flames coming from the back of the left engine. Simultaneously we got a call from the flight attendants indicating several passengers had seen the same thing. We were already on the runway and started the shutdown of the left engine. My First Officer called for the fire equipment as Tower cleared us to exit the runway. We executed the QRC engine tailpipe fire checklist followed by the QRH checklist for engine tailpipe fire. I gave the passengers a couple PAs to remain in their seats as well as talked with the flight attendants informing them that the fire trucks were looking us over.While in communication with the CFR they informed us of no further evidence of fire or damage based on their FLIR system. I made another PA to the passengers we were going to taxi back to the gate and we would be followed by the fire trucks. We received clearance from ATC to taxi to the gate and we proceeded with no further incident.At no time during this entire event did we have any abnormal or fire indication from the left engine.


Second narrative: Prior to this event; we experienced a 'No Starter-Cutout' on the same engine. The checklist was performed; we pulled into the gate and maintenance performed a checklist including an engine run and deferred the Starter Cutout per the MEL. On the subsequent start; (this flight) the cutout operated normally. I am not sure if this was a cause or not.


Synopsis: B737-800 flight crew reported they rejected their takeoff when flames were reported at the left engine tailpipe.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Airspace: Class B ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: After landing XXR at ZZZ taxiing in to Ramp received the Hot Brake warning and FO (First Officer) selected Brake Fans on. FO commented brake on wheel #8 was heating up as we were approaching runway XXL to cross. We continued to monitor the brakes and the ramp entrance was just on the other side of XXL. Our assigned parking spot was the first one on the left on the ZZZ ramp; gate XX. We told Ramp Tower to have maintenance meet us. As we turned into the spot we stopped short because the brake temp was increasing through 500 degrees. Maintenance personnel approached the wheel to discharge the fire extinguisher. FO contacted ZZZ fire rescue on CTAF frequency since Ground Control was closed. Fire trucks responded and soaked the Right main gear with water. This was a previous write up. Maintenance informed us they discovered a loose hydraulic brake line on the #8 brakeThe brake was fixed in ZZZ1 2 flights prior but this is a recurring issue with this wheel.




Synopsis: A300 First Officer reported a hot brake that had to be soaked by the fire department upon gate arrival.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach; Landing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Inbound on the arrival; we were told to expect Runway XYR; which we had briefed at altitude prior to descent. The weather was [VFR]. We had the field in sight passing over downtown.Inside the FAF on a visual approach Runway XYR; tower asked if we would like to land on Runway XYC. We agreed to land on Runway XYC and the Pilot Flying (PF) lined up on [a] taxiway; thinking it was Runway XYC. As the Pilot Monitoring (PM); I also looked out and assumed that we were lined up on Runway XYC. We expected an unusual sight picture since 16C had just been opened after having been re-surfaced. The PF said not to worry about changing things in the box since he was lining up visually. I did; however; put in the ILS frequency for Runway XYC in the PF side as back-up. The flight director then showed us to be on glide-slope but off course. In-close the localizer disappeared and only the glideslope portion of the flight director remained. Since I had visually confirmed our intended landing surface; which we assumed to be XYC; I tried to figure out why the localizer information was off; since I had not remembered any NOTAMs to that effect. Approaching 500 feet I focused my attention on monitoring the flare and landing. Upon landing the tower informed us that we had landed on [a] taxiway; which; by that time; was clearly evident to all.


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


Synopsis: Air carrier flight crew inadvertently landed on taxiway.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Rudder Pedal
Component problem: Failed
Reporter organization: Personal
Reporter function: Ground; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Other Landing rollout
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: Upon touchdown; I pushed right rudder to keep the plane straight and it veered left of the centerline; attempted to add left brake input with toe brakes but could not stop travel to the left. I considered going around but decided not to do so without rudder authority. Aircraft continued off the left side of the runway and crossed adjacent taxiway and ground looped next to hangars to left of the runway approximately 1250 feet from the runway threshold. No other aircraft or property were damaged. The right landing gear punched through the engine mount and the landing gear twisted; damaging the wheel pants and fairings. Both wheel pants appeared damaged from travel over dirt between taxiway and runway. Upon exiting the aircraft; I observed the right rudder pedal was not connected to the right rudder cable. The cotter pin holding the clevis pin which connects the rudder pedal to the cable; along with the clevis pin and washers were on the floor of the rudder well. Prior to Runup checks preflight I confirmed all controls performed nominally with Free Clear and Correct motions. Rudder pedal connections were not normally part of my preflight inspection however I will certainly do so in the future.




Synopsis: General Aviation Pilot reported a loss of directional control upon landing; exited side of runway and adjacent taxiway coming to a stop after completing a ground loop resulting with aircraft landing gear assembly damage.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 30
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was performing a takeoff at night. From the other side of the field there was a helicopter which was also cleared for departure and was heading northeast bound from the west southwest end of the airport. As I was passing 300 feet MSL I was informed by the Tower that the helicopter was going to proceed north-eastbound and that he will be of 'no factor'; however as my plane passed 600 feet MSL I looked up from my instruments and was startled to see a very nice close up of a [military] helicopter. I had to use full forward pressure and idle power from a full power position to avoid a collision with the other aircraft. I always wanted to see a [military helicopter] flying up close but not like this. I am used to looking inside at night during takeoff and climb out because of the airspace and separation so it's quite lucky that I looked outside even though the controller is responsible for separation. Thankfully see and avoid also was used here.




Synopsis: The pilot of a C172 reported an NMAC with a helicopter during takeoff at night. The Tower had advised that the helicopter would be no factor; but the reporter disagreed.
Date: 201511
Local time of day: 0601-1200
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: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll at approximately 90 to 95 knots I elected to reject the takeoff. As the aircraft reached 90 to 95 knots the aircraft warning system alerted us to several compounded problems. There were several warning items that appeared on the upper EICAS simultaneously but the one that stuck out above all other warning was the amber light above the EPR gauge. It dictated the right engine was in reverse. We notified ATC and exited the runway we informed the passengers and flight attendants to remain seated. The aircraft brake temperatures never got hotter than 2 on the indicators during the abort. After a very close review of the aircraft system and warning indications we elected to return to the gate and have maintenance take a look at the aircraft. The other failures indication were the Air/Ground switch; Pitot heat system and T-R unit. A Logbook entry was made and line maintenance was notified. After conferring with line maintenance they decided to remove the aircraft from service. We were assigned a different aircraft and departed.


Second narrative: After assessing the situation on the taxiway and consulting with maintenance we requested taxi back to a gate. All malfunctions were on the right side; right reverser; right T - R; Air/Gnd sensing.


Synopsis: B757 flight crew rejected the takeoff at about 90 kts after the right reversers amber warning light illuminated along with several other faults; possibly due to a malfunction of the right ground-air sense switch. The aircraft was returned to the gate and removed from service.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Other Certification Checkride
Flight phase: Cruise
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Control
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; shortly after level off for cruise flight the aircraft began to 'tremble.' As we were jointly diagnosing the symptom; the right engine feathered on its own. Immediately before the event; it was noted by both of us that the OTHER engine was operating at an elevated oil temperature. It was also noted that oil pressures (both engines) were acceptably normal. Upon feathering (independent of pilot action) the oil pressure and manifold pressure dropped. I secured the failed engine; trimmed for level flight; declared an emergency on the Approach Control Frequency; reversed course and held altitude until appropriate. I accepted emergency assistance to be on standby; the landing was uneventful; and we were able to taxi all the way to parking.




Synopsis: PA23 pilot experiences a 'tremble' shortly after leveling off at 2;000 feet; followed by the right engine feathering on its own. The engine is secured and the flight returns to the departure airport.
Date: 202108
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: Other / Unknown
Human factors: Other / Unknown
Second reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ airport company operations disclosed item 3 classified as explosives at XX lbs [Explosive class] was not on board. In addition; ZZZ1 airport load-planning reached out to the assigned load planner and also stated that they were not aware if the  dangerous goods item was loaded.After updating the weight manifest a XX lbs weight change was generated representing 0.03% adjustment from the original take off weight. Percent MAC adjusted from 25.3 to 25.4 (0.1).


Second narrative: Received a phone call from multiple sources - Operations Center and Ramp Lead regarding load list if it was OK? No one actually mentioned the specific issue. The ramp lead called back to state that he was unsure if item 3 was actually loaded.This was a Captain's refusal on the previous. The load planner lead verified with ZZZ that no HAZMAT was loaded on the flight. In reviewing the Load List; the item was pitted and off loaded accordingly.


Synopsis: Air carrier ground personnel reported correcting a weight manifest error by deleting Hazmat cargo from manifest prior to departure. No Hazmat cargo was loaded on the aircraft.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Landing XXR ZZZ during gusty conditions; received too low terrain while on short final. Low-level windshear reported on east side of field. Wind gust took airspeed up to 175. Neither pilot flying or pilot not flying saw airspeed go above flaps 30 speed of 175; or any movement in flap retraction due to airspeed. Original flap 30 speed was 147. Added 15 for gust. Reported stable at 500 ft. AGL with 1;000 FPM descent. Gusty conditions from above FAF to 100 ft. AGL; but under control. Largest gust after 500 ft. AGL stable call; approximately 150 ft. AGL. On short final; I thought 'too low terrain' was an erroneous warning. Visual conditions from FAF inbound. Touchdown uneventful. Wrote up maintenance discrepancy for possible overspeed due to unusual GPWS warning.




Synopsis: B737 Captain reported encountering strong gusty winds during final approach and was able to land safely after recovering control.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
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 A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had MLG bay overheat switch MEL; along with right pack deferred MEL. Took off complying with both MEL's. Swapped bleeds at three thousand feet; left gear down for ten minutes into climb for MEL. Climbing through FL210 went to put the gear up and simultaneously the left pack shut off with no fault. Saw pressure rising on EICAS. I took controls initiated emergency decent to 10;000 feet and declared emergency. Fist Officer ran QRH procedures. Turned back to airport and landed with no further event.  Contacted Maintenance on ground.


Second narrative: We had a R Pack deferral and MLG Bay OVHT deferral on the aircraft. We took off with the APU bleed on and swapped them around 3;000 feet. The gear was left down per the MEL for 10 minutes at 200 KIAS after departure. At 10 min the aircraft was passing through FL210 and the Captain put the gear up. The second we did that the L Pack OFF status message showed up and the OFF light was on the L Pack. We saw and could feel the pressurization starting to rise. Captain took controls and initiated an emergency descent. We declared an emergency with ATC and requested 10;000 feet. I pulled the immediate action card for emergency descent which then directed me to emergency descent in the QRH. Followed that and was lead to the QRH Abnormal unpressurized landing procedure. Once I completed the checklist we were between 10 and 8;000 feet 30 miles out. Conferred with Captain and got back on the radios. We accomplished a Descent and Approach Checklist and landed in visual conditions. Once we had time we contacted Maintenance and Dispatch on the ground.


Synopsis: CRJ-200 flight crew reports being dispatched with a R Pack deferral and MLG Bay OVHT deferral; with the OVHT deferral requiring the MLG to be left down for 10 minutes after takeoff. After ten minutes; when the gear is selected up passing FL210; the left pack shuts down. An emergency descent is initiated and the flight returns to the departure airport.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Deplaning
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Upon deplaning in ZZZ the cleaners barged their way on board before any passengers had even deplaned. Crowding the galley and the First Class area. This is not safe for social distancing purposes and disrupts the entire deplaning process. I explained they needed to wait for passengers to get off and the cleaners became very combative saying that they were following their protocol. The cleaner took off his mask to reprimand the D Flight Attendant after I pointed out their actions weren't safe. Furthermore; we have an hour and a half on the ground so such haste is not necessary. The practice of cleaners barging onboard and swimming upstream during deplaning is not safe and makes it even more impossible to socially distance.   Cleaners in ZZZ need to be reminded to give passengers space upon deplaning. The practice of coming onboard immediately after the L1 door opens needs to be stopped. Cleaners should also be reminded to leave their masks on when interacting with flight attendants.




Synopsis: Flight Attendant reported that cleaners were barging onboard and 'swimming' upstream while passengers were trying to deplane.