elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL340 the left engine failed. There was no fire or vibration associated with the engine failure.  So an emergency was declared; and a divert was made into the nearest airport.




Synopsis: A MD-83 engine failed at FL340 in cruise so an emergency was declared and the flight diverted to the nearest airport.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight attendants reported visible smoke in the cabin roughly two minutes after takeoff roll. Shortly thereafter; an electrical burning like smell was noticed in the cockpit. We returned the aircraft to ZZZ with a total time in the air of nine minutes. The flight attendants reported that the smoke had cleared when I called back on final approach. We deplaned at the gate with a jetbridge. Smoke cause was unknown.




Synopsis: CRJ900 Captain reported flight attendant notification of smoke in cabin during initial climb and elected to return to the departure airport.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I showed for my trip and was assigned a new Captain to the right seat. Since the new Captain did not have 100 hours PIC time they moved me to the right seat. The reason this is a safety concern for me is I've never been a First Officer in this aircraft. Once a year I do one landing in the simulator so the company can utilize me in the right seat. On paper this makes it legal. I have over 10 years as Captain on the ERJ 170 and know the aircraft extremely well. I found it challenging to try changing 10 years of muscle memory during this trip. For this reason I believe that safety could be compromised. Having two Captains up front is just not the safest option in my opinion.




Synopsis: The Captain was uncomfortable being assigned to fly as an ERJ 170 First Officer with minimal experience and training in that position.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to takeoff I selected 24K max power due to strong gusting winds out of the south for takeoff to the east. During takeoff roll both engines spooled up normally to 40 percent. However once TO/GA was pressed a pronounced yaw to the left was felt; the opposite of what one would expect with a right crosswind. I applied full right rudder to the stop and yaw continued. I looked at engine instruments fully expecting to see left engine either failed or hung yet both were evenly matched and producing approximately 95 percent power. I aborted the takeoff. I had no idea what caused the uncontrolled left yaw as all engine and hydraulic indications were normal; but I knew something was very wrong and elected to return to the gate. Both tiller and rudder pedal steering appeared normal during taxi. The airplane was taken out of service by Maintenance. The subsequent logbook sign-off read: 'Found R/H steering actuator leaking and steering input link rod end bearings frozen. Removed and replaced.' I also saw a request from Maintenance Control to download FDR as a result of the event.




Synopsis: B737-800 Captain reports loss of directional control during takeoff; followed by a rejected takeoff and return to the gate for an aircraft swap. Maintenance found faults with the right hand steering actuator.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Scout 8GCBC
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I received clearance to depart from Tower. I applied power and was in the process of taxiing onto the runway. The runway/ramp surface at the time was slick; hard-packed snow and I have straight skis on my plane. I attempted to taxi onto the runway; and was applying full right rudder input to make the right turn onto SKI 2 for take off from the taxiway. I was unable to turn to the right and kept sliding to the left. I realized that I was not going to be able to make the turn; so I shut the mags off to stop the engine quickly. I kept sliding forward and ran off of the taxiway and took out a taxiway light and an airport information sign. The sign broke off of its break away mounts as did the taxiway light. There was a small amount of damage to the fiberglass cowling on my aircraft. I contacted the Tower and advised them of the situation. I did not cross onto the runway at anytime. After about 40 minutes; they had the airport sign put back up and in operation.




Synopsis: As he attempted to taxi into position for takeoff on the hard packed snow; the pilot of a high wing single engine small aircraft on skis was unable to align with the 'ice' runway and; instead slid sideways and struck an adjacent runway edge light and an airport information sign. Damage to the aircraft was minimal.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Attempted to de ice as per station procedure for light frost appproximately 10 ft. from the gate. De ice personnel used absolutely no standard phraseology. Sprayed left wing and left for approximately 30 minutes to return for right wing. We were informed by the crew chief that it was for the truck to heat to the required temperature. I asked the crew chief to inspect the left wing. He reported that it was now all ice. The First Officer and I both inspected the wing and it was indeed a significant layer of clear ice. We informed the station manager that the wing and also the right wing would need to be de iced at proper temperature of the fluid. The Crew chief and ramp personnel were extremely diligent. They personally inspected the temperature of the truck ( it was 40 degrees) below the minimum temperature). The crew chief also brought the de ice manual for the truck to the flight deck. We informed the station manger that we could not depart until the truck was verified at the proper temperature ( by the ground crew) and that we would then de ice again and that the FO (First Officer) and I would both visually inspect before leaving the gate area. This entire evolution took 120 minutes. The station managers; gate personnel and especially the ground crew were beyond outstanding. The gist of the episode is that the de icer made the situation much worse by spraying improper temperature fluid and created ice and then informed us that the wing was clear. Had the flight crew and ramp crew not been diligent and inspected it could have been a problem. The de ice crew was improperly trained; completely unaware of procedure and dangerous. The contract de ice company at ZZZ needs to be trained properly in procedure; phraseology and  common sense or the contract needs to be awarded to a competent company.




Synopsis: A-320 Captain reported the de-icing crew improperly de-iced the aircraft resulting in a dangerous situation and a significant delay.
Date: 201205
Local time of day: 0001-0600
Location: SJC.Airport, CA
Aircraft: Cessna 340/340A
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower SJC
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A C340 called for taxi and I instructed him to taxi to Runway 30L via Taxiways V; C; and W. The pilot read back the taxi clearance properly; and proceeded to turn onto Taxiway D and enter the engine run-up area at the corner of Taxiways D and W. When the pilot called ready for departure; I instructed him to taxi to Runway 30L via Taxiway W. The C340 taxied straight ahead to Runway 30L at Intersection D and crossed the hold line with a B737; over Runway 30L at Taxiway C at an altitude of no more than fifty feet. The distance between 30L at C and 30L at D is 950 FT. I immediately instructed the B737 to go around. The C340 then informed me that he believed his clearance was to taxi into position on Runway 30L. I informed him that that was incorrect and that he had only been instructed to taxi to Runway 30L and that this meant he should stop at the hold line.As the pilot of a C340 spoke with a thick accent; I should have given him more specific instructions such as the direction of turn in addition to the taxiway he was supposed to use. Though his English was good; I should also have spoken to him slowly and made sure he understood my instructions before moving on to the next aircraft.




Synopsis: Tower Controller issues go around to ACR aircraft when twin Cessna does not hold short of runway.
Date: 201709
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: At about 1300 MSL on the ILS I spotted what I thought was a big black bird and told the FO to avoid it. When we passed under it by 50 ft we saw it was a black with white striped drone. We told the tower and continued uneventfully to land.




Synopsis: A320 Captain reported a NMAC with a UAV on approach to LAX.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
Result: Air Traffic Control Provided Assistance; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A PA28 was departing Runway 23. On upwind the pilot reported engine problems and stated he was landing Runway 10. Runway 10 was closed with personnel on the runway. I told the aircraft to 'proceed as requested' and instructed the Ground Controller to get the people off of Runway 10. At the time the pilot requested to use Runway 10 I was on the crash phone calling the alert and I was also trying to get the people off of the runway. The pilot; who I believed was in training; was on short final. I use 'proceed as requested' as a quick response to a low time pilot. I think the pilot was requesting a landing clearance. I was not going to issue a clearance to a closed runway. I did not use .65 phraseology about closed runways because at the time I did not think the pilot would understand.




Synopsis: A departing aircraft reported engine trouble and intent to land on a closed runway occupied by personnel. Tower Controller took action to remove personnel and informed the aircraft to 'proceed as requested.'
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 135
Flight plan: VFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On engine power-up for takeoff the right engine appeared to overboost to just over 42'. On initial climb-out the right engine began shuddering and running rough. Immediately after the rough-running engine; ATC came on the radio and said; 'It appears that your right engine is smoking.' To which I responded that I would need to come back around and land. Tower immediately cleared me to land and asked if I would need the emergency vehicles. I requested that the vehicles be ready just in case. During this conversation I had only reached about 600 feet due to the rough engine; I chose to just stay at that altitude and turned crosswind and then downwind. During the crosswind turn I brought the throttles and props down to climb power (top of the green arcs) to get the overboost under control. Immediately the engine returned to running smoothly and Tower reported that the smoke stopped. Because I was low and already on crosswind; and the smoke and rough engine both appeared to have stopped; at that point I elected to concentrate solely on landing the plane safely. I finished the pattern; landed; and taxied back to the gate with no further issues. The emergency vehicles followed me to the gate just in case; and I gave them a brief description of the event after shut-down.




Synopsis: A C-402 pilot declared an emergency immediately after takeoff due to a rough running and; per the Tower; smoking right engine and returned safely to the departure airport. The immediate symptoms abated after throttling back from takeoff power and the pilot opted not to shut it down.
Date: 201207
Local time of day: 1801-2400
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness; Workload
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Company Policy; Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On the last day of our scheduled sequence of trips we were to fly first from Arizona to Illinois; followed by a Texas turn. During our initial flight planning; we learned weather would be an issue for our arrival in Illinois and planned accordingly. We ended up being rerouted a few times to avoid weather; and were further delayed as the airport was being reconfigured during our arrival.As we attempted our first approach; at about 2;000 AFE we experienced windshear as we were on glide slope; trying to configure for final flaps with thrust levers at idle yet airspeed increasing. We were not yet in a demanding situation; but felt it prudent to go-around rather than create an unsafe situation by pressing on. We were vectored around for a second attempt; anticipated the airspeed gain at altitude and were able to complete the approach and landing safely.With weather surrounding the area; the ramp had been closed and the airfield was congested with aircraft waiting to be parked. We were sent to the 14R holding pad to wait for our gate. We waited for about an hour before our gate was finally available; and then had quite the long taxi; due to congestion; to get to the gate. The flight was originally scheduled for XA:15PM but turned out to be XC:16PM.After arrival; the Captain and I discussed the fatigue issues associated with the flight we just completed; the anticipated delays both in Illinois and Texas; our extremely late arrival time back in Illinois; and the anticipated weather issues predictable on both of the remaining legs. With all these factors plus the fact we were already getting tired and that it definitely would get worse; we felt compelled to call fatigued.There were no identifiable factors that could have prevented this fatigue call. It would have been an extremely taxing day without weather events and delays. Making that last day less demanding; completing only our second scheduled flight of the day; would likely have resulted in no fatigue call [from us].




Synopsis: After experiencing extensive weather delays on the first of three scheduled legs on the last day of an assignment; the flight crew of and air carrier aircraft refused to fly the last two legs due to incipient fatigue and predictable continuing delays on their last two legs.
Date: 201809
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: A TCAS system check was performed before flight and indicated OK. During climb; a TCAS FAIL annunciation was noted by both crew members. I; the Second in Command and Pilot Monitoring; stated that a report to ATC was required for TCAS failure; which may or may not result in being unable to operate in RVSM airspace. The Pilot in Command declined to make a report; stating 'it does this sometimes; probably a weight-on-wheels switch'. I again insisted that it was a requirement; but he reiterated his position that he didn't want the hassle of reporting it and getting it on the record. He then asked what I would do if I were making an oceanic crossing and TCAS failed. I stated that I would report it to ATC as required; which if before coast-out may result in denial of entry into oceanic airspace. He questioned my judgement on this; saying 'sometimes you gotta do what you gotta do for the flight; and just keep quiet.' I then stated that we needed to file a report via the company; which he dismissed. I'm filing this report independently for my own protection.




Synopsis: Air taxi First Officer reported the Captain did not report to ATC a malfunctioning TCAS system.