elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 1201-1800
Location: WAL.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 350
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground WAL
Reporter organization: Government
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to taxi to Runway 28 via E; cross 35/17. We had moving map of taxiway on the MFD and as we approached E1 the map showed a bend to right. We followed the map more than paying attention to signs and turned onto Taxiway E1. The Tower stopped us; then cleared us to taxi on Runway 4/22 to Runway 28. We should not have concentrated on the MFD map as closely as we did.  We should only have used it as confirmation of taxi signs.  Note: Earlier Runway 4/22 was closed.  I don't know if it was still closed when we entered taxiway E1; if we went onto Runway 4/22 or if Tower stopped us prior to doing so. The surface markings were faded and we could not tell if we were on Runway 35; Runway 4 or just E1.




Synopsis: Cleared to cross Runway 17/35 and taxi to Runway 28 via Echo at WAL; the flight crew of a Super King Air inadvertently entered E1 enroute and may have incurred on Runway 4/22. Ground Control alerted them and provided an alternative clearance to Runway 28. Over-reliance on a moving map airport MFD display likely contributed to their error.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, FO
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Engine Indications
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At beginning of takeoff roll; just after full power applied; scanned gauges and saw the left Engine RPM needle drop to zero. Immediately reduced power and aborted takeoff.Was able to taxi back to terminal with no assistance and deplaned passengers.




Synopsis: Pilot of a Cessna 402 reported that he aborted takeoff due to engine RPM indication went to zero.
Date: 201303
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Aircraft: B737-800
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: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Weather

Narrative: We were on top of a cloud deck and skimming the top with light to occasional moderate turbulence. We both discussed going to FL400 to get above the tops. We were cleared to FL400 out of FL380. Going through FL388 we experienced heavy moderate turbulence and the aircraft would no longer climb and we began an uncontrolled descent. The Captain said to declare an emergency to clear the airspace below us as I told Center we were descending to FL350. At no time were we near stall speed. The Captain disengaged the autopilot and hand flew it to FL350. ATC never asked us to fill in the blanks for the emergency declaration so I believe it never became official. I explained to them what we experienced and they said continue on. We polled the flight attendants and everyone was fine. We continued to destination and landed uneventfully.In hindsight I should have not gone to up to FL400 with the possibility of turbulence in the area. It was just too high for those conditions.




Synopsis: A B737NG flight crew opted to try and climb above turbulence at their cruise altitude of FL380 and were cleared to FL400. Climbing through FL390 they encountered even greater turbulence and the aircraft could climb no higher; in fact entered an uncommanded descent. The crew declared an emergency and descended to FL350 for the uneventful remainder of their scheduled flight.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Contracted Service
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While descending into ZZZ; my student elected to make a midfield entry into the downwind. We briefed the approach and announced our position on CTAF at about 4 miles outside of the airport. Following our call; another aircraft asked our location in relation to the airport. We attempted to reply; but severe radio congestion prevented a response. The student and I began scanning for traffic; but it appeared that no other aircraft were in our area. Just after crossing midfield; we began our turn to downwind when the previous aircraft announced a midfield downwind. We spotted the traffic 100 to 150 feet below us and passing underneath us to our left. We took evasive action and initiated a climb; then rejoined a normal downwind behind the aircraft. No evasive action was taken by the other aircraft and it seemed he was not aware of the near miss. The rest of the flight occurred without incident.I believe the cause of the near miss was a result of extreme frequency congestion in the area. Communication in the area was encumbered by heavy usage and several radio calls we made were blocked due to other transmissions; leading to confusion over aircraft positions at the airport we were using. A review of the chart showed a large number of airports with 50NM operating on XYY.Z and several of those airports were surrounding the busy nearby metro areas. My recommendation would be to evaluate the airport usage of that area and assign unique frequencies several busier airports in the area.




Synopsis: An instructor pilot reported as the student entered the downwind at a non-towered airport they had an NMAC with another aircraft entering the pattern. The reporter also reported excessive radio congestion on the CTAF frequency due to numerous airports in the vicinity sharing the same frequency.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: When selecting flaps to 25; we received TE disagree EICAS message; forcing us to go-around. The flap handle was at 25 and the flaps stopped around 23 or 24. The go-around was uneventful; followed by an uneventful landing on Runway X. We requested priority handling with ATC and requested the longer runway. ATC was helpful. This was the 3rd time this aircraft had been written up for the exact same problem!!Flap problem....this had been written up twice in the last 3 days....the last time was the leg prior to our leg.




Synopsis: B757 Captain reported an go around and priority landing after flaps failed to fully deploy.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we were approaching our destination we were cleared to land by Tower. At approximately 2;800 MSL in the landing configurations our MASTER CAUTION light began flickering. I looked up and noticed the RUD PRESS; NUMBER 2 RUD HYD and RUD FULL PRESS caution lights were illuminated. I instructed my First Officer to level the aircraft and to continue flying towards the runway. I then advised the Tower we were terminating the approach due to system warning lights and they gave us a heading to the south and told us to contact Departure with our intentions. It was at this time that I noticed that the Number 2 Hydraulic Quantity gauge was indicating near Zero. I contacted Departure and stated the nature of the problem with our hydraulic system; that we were declaring an emergency and that we would need some time to run all appropriate checklists. The Controller assigned us a new altitude and stated that they would be giving us vectors as we worked through our problem. We ran the appropriate checklists; briefed the Flight Attendant; informed the passengers; contacted Dispatch and had them patch us through to Maintenance Control to see if there was anything else that they may want us to check; verify; or do before we commenced our emergency landing. After completing the checklists; we informed the Flight Attendant that we were ready to land; and she stated that the cabin was prepared. We advised Departure we were ready for vectors to the airport for landing; and that we would have to shut the aircraft down on the runway as it would not be safe for taxi. They assigned runway and informed us that CFR would be standing by. I assumed control of the aircraft for the balance of the flight. We landed; pulled to a full stop and shut the aircraft down on the runway. We were met by CFR and by Maintenance personnel who immediately pinned the main landing gear per the checklist.  I wrote the discrepancy up in the maintenance log; spoke to Dispatch; and then finalized the process with Maintenance.




Synopsis: The flight crew of a DHC-8 encountered a hydraulic system failure as they approached their destination. They abandoned their approach and were vectored by ATC as they conducted appropriate checklists; prepared the aircraft and its occupants and arranged for CFR and Maintenance to meet them upon landing. An uneventful landing followed.
Date: 201506
Local time of day: 0601-1200
Location: FAT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Taxi
Airspace: Class C FAT
ATC / advisory: Tower FAT
Second aircraft: Fighting Falcon F16
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Rotorcraft
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Was cleared to [taxi] from ramp and instructed to remain north of all runways departing at own risk.  The normal procedure is to air taxi to pad 3 and depart.  No mention was made by controller of taxiing F16's I called tower and was only then instructed to not overfly taxiways or runways.  I took evasive maneuvers and relocated to dirt area off of taxiway.On departure saw another aircraft so turned to the east.  Then asked tower again who instructed me to turn west and remain north of runway on turning east F16 departing made an aggressive right up maneuver turning into my path forced to descend to 500 ft to avoid aircraft.




Synopsis: Pilot reports of being told directions by ATC and pilot attempts to do as instructed. Pilot reports to ATC traffic that he would overfly if following ATC instruction. Pilot deviated from what ATC told him to do to avoid over flight of taxiing aircraft. Aircraft then departed and pilot observed other traffic; was told to turn one direction and turned the opposite to avoid the traffic and possible collision.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The incident involved a planned flight was from ZZZ to ZZZ1. After preflighting; I started the aircraft at about XA:45pm and taxied out to the run-up area for an IFR departure on Runway XX. I picked up our clearance and accomplished the engine run-up; which was normal. The clearance was to fly heading 270; then direct ZZZ2; climb and maintain 3;000 ft. The takeoff roll was normal and initial climb out appeared normal until about 200-300 ft. when smoke started entering the cockpit via the pilot's side defrost vent. After noticing this; I informed my passenger; and started a tight crosswind turn; anticipating an immediate landing at ZZZ. I elected not to check in with ATC and handle them once I was on the ground. On downwind; I made sure that the defrost vents were closed. Smoke continued to enter. I then shutoff the master switch; thinking the smoke could be electrically related. Smoke continued. I then turned the master back on and extended the landing gear. Progressing from downwind to base to final; the smoke decreased and appeared to stop. We landed otherwise uneventfully on Runway XX. As we were exiting the runway; the engine began to run rough. Immediately after exiting the runway; the engine stopped running and smoke began billowing out of the cowl. We evacuated the aircraft.




Synopsis: A PA-28R pilot reported smoke in the cockpit shortly after takeoff and returned to the departure airport.
Date: 201412
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to pushback we received an ACARS 'release 2 sent for ZFW increase'.  Release 2 printed shortly after. This is a very common occurrence before departures to have an adjustment of the ZFW. All 4 of us found the ZFW change on Release 2 and compared the new TOG weight and LW.  We were good for departure. What Dispatch did not include in the Dispatcher Remarks and ACARS message was all of the other changes. It was never communicated to us that:1. An alternate was added2. 15.0 extra fuel was added3. Minimum Takeoff Fuel was raised 4. Gate and planned TO fuel all raised.I did not catch the additional changes in the new Release 2. We rely on the Dispatcher remarks section and ACARS messages to alert us to the Dispatcher changes. Since the only message we received was for the ZFW raise I did not see the rest of the Release changes. It was midnight and we were getting close to [departure] time and we were under pressure to get off before Minimum Takeoff Fuel was reached on the Release 1. We were over an hour late and starting to get fatigued. We departed below the Release 2 Minimum Takeoff Fuel. From now on I will look more closely at the Release for changes that are not coordinated with the Captain. I can no longer rely on the Dispatcher Remarks and ACARS messages for changes. I need to stop and review every line on the new Release to make sure all changes have been accounted for and will call the dispatcher to confirm. Enroute we decided to drop MEL and the additional fuel which then allowed the flight to continue to [our destination] legally.


Second narrative: Later on inflight when we got near the redispatch point our fuel was going to be about 1000 pounds short according to the new plan the Dispatcher had sent us. We were still using the old flight plan which showed us ahead on fuel. So the Dispatcher told us we can drop ZZZZ as an alternate and we would have no problem making our redispatch fuel. It was at this point we found out the Dispatcher had added an alternate without us knowing. We agreed to drop the alternate; easily made our re-dispatch fuel and went on to [our destination].


Synopsis: B777 flight crew reported they did not catch a fuel increase due an alternate being added prior to departure; and they departed with less than minimum fuel.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The Number 2 engine thrust deteriorated slightly during initial climb; and unusual rudder inputs were required indicating asymmetric thrust as a result of the Number 2 engine loss of thrust.  An emergency was declared and ATC vectored the aircraft for a visual approach to Runway XL.  We had an uneventful landing and taxi into the gate.  Maintenance advised the crew of indications of a possible bird strike in the Number 2 engine.


Second narrative: [No additional information contained in reporter's narrative]


Synopsis: B737-500 flight crew noticed a deterioration of engine thrust during initial climbout; an emergency was declared and flight returned to departure airport.  Post flight maintenance inspection revealed a bird strike was the probable cause.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Object
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Equipment / Tooling; Airport; Aircraft
Primary problem: Airport

Narrative: I met the arriving flight following SOP with no issues at XA:08. At XB:05; the plane rolled back roughly 6-8 inches resulting in the auto-leveler to drag and slip into the aircraft. The video from the jet bridge camera of the incident proved this incident. Gate XX has had other complaints of inadvertent movement before. I am not sure of the cause of the movement.




Synopsis: A Ramp Agent reported a B787 parked normally at a jetway; but an hour later rolled backwards a few inches causing damage to the jetway. Similar events have been reported at this gate.