elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: CLEAR; 20
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Dispatcher; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Taxiway; Ground Incursion Taxiway; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Picked up aircraft from Maintenance a Doc 10 was performed plus the right landing gear strut was replaced. Noticed a non-normal anti-skid test (light did not blink but came on steady during test) started engines and taxied normal with normal brakes. As we were approaching the end of taxiway A and ready to hold short of Runway 11 PF(Pilot Flying) said I have no brakes.....I immediately got on the brakes and found we had hard peddles or pressure but no slowing of the airplane was noticed. I made a radio call to the Tower that we had no brakes and were going to turn onto taxiway A2 and onto the runway. PF could not make the hard turn without brakes and I told him to put it on the grass and that would stop us.....which it did. We still had the pneumatic braking system but we were going so slow by that point we did not use it; but because we knew we did have that system if needed; we decided to exit the grass and taxi back to the ramp where Maintenance was. Brakes were working again and 'appeared normal' but we were taxiing very slowly. The Tower asked if we were going to taxi back to the ramp in that condition. We did not take the time to explain that we still had a backup system with the pneumatic brakes; and stated yes we are taxiing very slowly. Tower said roger 'taxi at your own risk' PF applied brakes again and stated no brakes again; then they grabbed and we had brakes.....this was extremely confusing and I told [Pilot] it is not a brake problem it is an anti-skid problem. We got to the ramp; parked and shut down the airplane. When Maintenance took the wheel hub off the right main landing gear they noticed the 'anti-skid cannon plug' fell off when he touched it. It was barely on or connected; if at all screwed on. We now knew what the issue was.




Synopsis: Flight Crew flying CJ525 aircraft encountered loss of braking while taxiing for takeoff.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Ground Incursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Weather
Primary problem: Weather

Narrative: Runway 04 in use with wind from 350 degrees at 12 KTS gusting to 17 KTS. Touchdown was at the 1;000 FT markers on the left main (primarily due to crosswind) and then the right main; and as the airplane decelerated; it started to pull heavily to the right: I believed it was a flat tire. I applied full left aileron into the wind; and tried to hold it with the aid of rudder. The airplane continued to pull hard to the right; and I attempted to hold it on the runway; but the force was too big; so I managed to exit at Taxiway C; shut the mixtures off; and brought the airplane to a complete stop on Taxiway C with the nose in the grass area.I shut-off the fuel selector and all electrical switches; and then realized that the right main gear had collapsed. We exited the airplane and waited for the emergency crew to clear us out. Both the student pilot and I were unharmed. The right propeller was bent inward; and I suspect some damage to the right side flaps; undercarriage; and engine.




Synopsis: PA-44 departed the runway during landing.
Date: 201709
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: During our interior inspection and cockpit set up we contacted center for our IFR clearance ZZZ via VHF radio. [Center] issued our hold for release clearance to ZZZ via SID; as filed; climb and maintain 12;000MSL; expect FL350 in ten minutes; and to contact them on the current frequency after departure. All preflight duties; push back; engine start; and taxi procedures were accomplished in a timely manner following SOP. During taxi to runway we verified our engine warm up timing and cleared for traffic in the local area. We broadcast on CTAF our location and intentions and when engine warm up was complete departed in VMC conditions climbing VFR following the SID routing. At approximately 3000 MSL; we contacted ARTCC for follow on clearance and were queried as to our hold for release clearance issued. At this point we realized we did not contact [Center] a second time to obtain our formal IFR release. We maintained VMC conditions until our routing and clearance was confirmed with [Center] and proceeded uneventfully on our filed route to ZZZ.


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


Synopsis: A319 flight crew reported departing an uncontrolled field prior to being released by ARTCC.
Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Training / Qualification; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; we had a normal takeoff in gusty conditions. As gear was retracted we detected a sound and feel like a stick shaker. The Captain; who was flying; said it occurred several times. Normal airspeed and configuration were noted. Upon climb out; a Warn Elex status message appeared; then extinguished a few times; remaining out for the duration of the flight. At initial level off at FL350; the LE SLAT ASSYM EICAS came on; with the flap indicator showing needles between the 0-1 position. No adverse control; but the indication persisted. The Relief Pilot was called to observe the wings and Dispatch and Maintenance Control were obtained by radio. It was agreed that the safest course of action; in light of the stick shaker and the LE SLAT ASSYM was to return to the departure airport. It was noted by the pilots that the LE SLAT ASSYM had occurred previously; as indicated in the LOG History. While EICAS was on; we referred to the QRH procedures; requesting descent and coordinating return. EICAS extinguished en route. We executed holding to slow and carefully monitored initial flap configuration. All indications were normal. The Captain flew the ILS and landed normally. The crew coordination was great; and the Relief Pilot provided the landing performance data for possible contingencies; since Dispatch advised us that computerized performance was down.




Synopsis: A B767 Captain felt the stick shaker as the landing gear were retracted on takeoff followed by an intermittent Warn Elex Status Message. At cruise the LE SLAT ASSYM EICAS alerted so the flight returned to the departure airport.
Date: 201709
Local time of day: 0601-1200
Location: LGB.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D LGB
ATC / advisory: Tower LGB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X called 4 miles east of the airport inbound. The Trainee gave the pilot instructions to fly southbound along the freeway to make a direct downwind entry. The pilot responded very unconfident; so I gave him the simple instructions to just enter the right downwind for the runway; which he correctly read back. The new radar (FUSION) that we are now using causes many radar data tags to COMPLETELY drop off the radar unexpectedly. In this case; Aircraft X's radar data tag dropped off. The confused pilot began flying a heading to the opposite runway than assigned. He advised me that he was lined up for that runway; and without any radar contact on him; he was very difficult to see out the window. Not knowing where he is; and with him telling me that he was lined up for the opposite direction runway; I also had an air carrier landing that I was ready to send around. I instructed Aircraft X to climb to 2000 ft and continue westbound to stay clear of any arriving or departing aircraft. At that point; I had him in sight and could see that he was not a factor. The radar tags being dropped off the new FUSION radar has been a regular occurrence here. The complexity of rare East traffic operations mixed with inexperienced pilots mixed with an unreliable radar makes for a bad combination. The event explained above should have never been an issue in the first place had our radar been reliable. Fix the issue with FUSION.




Synopsis: LGB Tower Controller reported not detecting that an inbound aircraft had lined up to the departure end of the runway due to unreliable radar coverage.
Date: 201703
Local time of day: 0601-1200
Location: HNL.Airport, HI
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground HNL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Airport
Primary problem: Airport

Narrative: Given taxi instructions to taxi to runway 8R via taxiway Alpha; left on November; hold short 8L. November; Gulf appear to 'join' each other. Advised ground control holding short of runway 8L but had passed taxiway November. Ground then cleared us to back taxi runway 8L. All else normal ground ops.Better taxiway markings at this location. Better taxiway sign illumination at this location. Better chart symbology at this location of taxiways November and Gulf. Very confusing.




Synopsis: Air Carrier Captain reported a taxiway incursion due to inadequate taxiway markings at HNL.
Date: 201209
Local time of day: 1801-2400
Location: SEA.Airport, WA
Weather elements / visibility: Fog; 0.5
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: Dash 8 Series Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Handoff / Assist
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The weather at SEA was foggy and visibility was approximately 1/2 mile. A Dash 8 was departing Runway 16L. Per the LOA with S46 with his direction of flight; we have automatic turns to a 230 heading. A B737 was on final for Runway 16R. After relieving the previous Controller off of Local Assist; the B737 stated that they were going around. I heard the Local Controller instruct the pilot to execute the published missed approach. I immediately started the coordination with the 'Y' Sector at S46 about the go-around. I told them the B737 was heading 195 and maintaining an altitude of 2;000. The 'Y' Sector was training and the coordination took a little bit longer than usual. I didn't realize that the Dash 8 was issued a 230 heading and immediately switched to Departure ('Y' Sector) prior to the go-around. I overheard the Local Controller instructing the B737 to maintain visual separation with the Dash 8. 'Y' Sector called and instructed me to keep the B737 climbing; but no altitude was given. I quickly assessed the situation and noticed that the B737 was 2;000 FT and the Dash 8 was above him (I don't remember the exact altitude) and decided not to instruct Local to keep the B737 climbing. The B737 was then switched to 'Y' Sector. Given the weather situation; the Dash 8 should not have been issued the 230 heading until the B737 was landing assured. Another solution was to coordinate with S46 that the Dash 8 would be on a straight out departure to protect the possibility of a go-around. Another solution was to have the B737 fly runway heading instead of having him conduct the published missed approach.




Synopsis: SEA Controller described a go-around conflict event during parallel runway operations. The reporter provided several actions that would would have prevented this incident.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear; 5
Aircraft: M-20 B/C Ranger
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: This was my first landing at ZZZ. Landed safely and as I was rolling to exit [the runway] wind gust blew my plane to the right side of the runway; into the grass where I ran into a sign. In the correction process of getting the airplane back into the wing scraped another sign. Both signs were damaged but; I believe; returned immediately to service. The airplane sustained minor damage to the wings.As I was on final; the wind direction changed from 11:00 o'clock to my 9:00 o'clock; effectively a crosswind or a wind shear that blew my plane to right; which made me lose control momentarily. I recovered and taxied safely to the FBO but not before the collision.Lesson learned... The winds and conditions at this airport are unpredictable. The wind directions can abruptly change. Next time I will pay more attention to the wind socks on the field as I takeoff or from a safe altitude above before choosing a runway to land. I will not [fail to] ask for and validate the advisories before I commit to and line up for landing.




Synopsis: Mooney M20 pilot reported loss of directional control following a crosswind landing resulted in contact with airport signs.
Date: 201402
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
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 Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Departed approximately 1 hour late in icing. Deiced and then immediately took off. Takeoff was normal except airspeed stagnated for approximately 3 seconds at V1 + 2 knots. After takeoff gear handle was raised resulting in a steady red nose gear annunciator light accompanied by excessive wind noise under the cockpit. It was clear to us there was a problem with the nose gear. The flight attendants in the cabin could also hear this noise; it was that loud. There were additional annunciator lights indicating multiple abnormalities. These included 1) a SIF (Stall Indication Failure) light; 2) an AUTO SPOILER DO NOT USE light; and 3) the aircraft not pressurizing (Cabin ALT control lever in AUTO (UP) position with STANDBY ON and TRANSFER LOCKOUT lights illuminated. Confirmed aircraft was in the flight mode with strobes. Advised Departure of our difficulty and requested vectors/min safe altitude to execute the appropriate checklists; etc. Executed Red Light Illuminated with Landing Gear Handle Up QRH checklist. With gear handle down; observed 3 green gear annunciator lights. Suspected nose gear damage and did not cycle gear as per checklist. Executed AUTO SPOILER DO NOT USE QRH checklist. Cycled pressurization controller and regained aircraft pressurization. Declared emergency with Center (did not use code 7700 per their request); called (Dispatch); called Maintenance to check gear after landing; advised FA's; made reassuring PA to passengers; burned down to max landing weight per dispatch/maintenance request. Checked RW Limited Landing weight tables and applied anti-skid braking consistent with runway conditions (dry/good). Made a routine 40/ext; spoiler lever disarmed/no auto brakes landing; below max landing weight and stopped on the runway. Advised passenger to remain seated/follow flight attendant instructions; ARFF confirmed no nose gear damage (nose gear remained down and locked).




Synopsis: MD-80 Captain reports the nose landing gear failing to retract properly after takeoff producing numerous secondary warnings and anomalies. QRH procedures for the landing gear and spoiler are complied with; fuel was burned down to max landing weight before landing. The aircraft was deiced just prior to takeoff.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Antiskid System
Component problem: Design; Malfunctioning
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 Less Severe
Detector: Person Air Traffic Control; Person Maintenance; Person Flight Crew
When detected: Aircraft In Service At Gate; Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First Officer (FO) landing. On speed normal landing; smooth touchdown on [the] runway. About 3-5 seconds after landing; felt a grab as if autobrakes were being applied; but the aircraft had none installed. Exiting runway on taxiway foxtrot heading to [the] gate the tower asked if we were OK. We asked them to clarify. They said they saw a puff of smoke from the right main landing gear; heard a bang and that our right outboard main landing gear tire appeared to be flat. All brake temperatures were normal and no annunciator lights illuminated. Post flight inspection by flight crew discovered right outboard main landing gear tire had ruptured and the tread had separated. Captain called station ops; maintenance operations control and flight dispatcher to report the event and made the appropriate [maintenance] entry. The contract maintenance tech witnessed the event occurring and stated that either the anti-lock brake system had failed after landing locking up the wheel or that the tire had simply failed. Flight attendants in the main cabin reported feeling a small lurch and heard a bang after landing.Maintenance action performed to the repair the aircraft was not available in the history when this report was submitted. The suspected cause was mechanical failure of the anti-lock brake system or tire failure.


Second narrative: Three to five seconds (according to the flight attendants) after making a normal and smooth landing; we had a blowout on our right main tire.  I don't know the cause; but I suspect a malfunction of the anti-skid system because 3-5 seconds after touchdown would be about the time I applied braking.


Synopsis: The flight crew of a MD-80 reported hearing a noise coming from the aircraft landing gear. A Mechanic suspected an antiskid malfunction locked a brake which resulted in a tire failure.