elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1801-2400
Location: JFK.Tower, NY
Flight conditions: VMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Low gross weight/aft CG rejected takeoff runway 13R. During taxi the aircraft was somewhat difficult to turn but I attributed this to the aft CG. Holding short of 13R we were cleared for takeoff. Aligned the aircraft with the runway centerline; again with some difficulty. Started the takeoff roll; set 70% N1 then pushed TO/GA. Almost immediately the aircraft veered hard to the left. I unsuccessfully tried to use rudder steering to align the aircraft. The FO called 'brakes; brakes' I immediately applied full braking and idle thrust and disconnected the auto throttle. I never went into reverse thrust as we were at a very slow speed; approx. 10 knots. Although I was slow to initiate the reject the aircraft came to a stop on the runway but near the left edge and angled away from centerline. Since I was unsure of how close we were to the runway edge or location of any obstacles/signs; I had the First Officer inform the tower that we would need a tug to remove us from the runway. I deemed this was a safer course of action.Need to always be ready for a reject even at 5-10 knots.


Second narrative: Maintenance personnel stated that the left body gear was turned at an angle when they arrived at the aircraft; so when they attempted to initially tow us; the tow bar broke. Maintenance troubleshooting resulted in determining the left body gear steering had failed.


Synopsis: B747-400 flight crew reported they rejected their takeoff when they had difficulty with directional control because the left body gear steering had failed.
Date: 201211
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: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Check Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon rollout applicant slowed aircraft and attempted to use brakes before turning on taxiway. Right brake pedal went to floor and would pump up very little. The left brake caught and aircraft exited just past taxiway exit with no damage to airport or aircraft. Aircraft able to taxi back at slow speed; only shallow right turns due to right brake pressure low to nonexistent. Aircraft had just come out of maintenance for same problem was down for four days awaiting parts.




Synopsis: Examiner reports right brake failure on a C172RG during landing roll with an applicant at the controls. Aircraft departs runway at low speed with no damage. Aircraft had just come out of maintenance for the same problem.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Other / Unknown
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: [We] had approximately 4;200 lbs of fuel in center tank for takeoff. Fuel configuration light and EICAS (Engine Indicating and Crew Alerting System) message which is normal for center pumps off when below 5;000 lbs in center tank. Canceled EICAS message as per normal procedures. On departure with New York Center we were slowly step climbed to altitude. At altitude briefed the XXX Y to Runway 6 at ZZZ airport. Upon receipt of aural ATIS; no digital at this airport; we discovered that they were landing 24 via an RNAV approach. Winds were light and we decided to request Runway 6. We reviewed the RNAV approach to 24 in case they declined to give us Runway 6. About 10 minutes prior to descent the FO (First Officer) exclaimed 'what the ....'. I looked up and discovered we had a fuel imbalance of about 4;000-4;500 lbs of fuel between the left and right wing tanks. The left side was low. Noticed that the cross feed valve was open and we never got the center fuel pumps on. No Fuel Config EICAS because we never got center pumps on after canceling the message on the ground before takeoff. We ran the Fuel Config checklist and determined we did not have a fuel leak; but the left wing tank pumps were stronger than the right and was feeding both engines. Turned off the pumps on the low fuel side to burn out of right tank. FO commented he did see transfer valve open on the ground because Maintenance was evening out tanks. I had missed this on the ground. On descent I clicked the AP (Autopilot) off to check controllability with the imbalance. Airplane handled just fine with opposite aileron. Did the XXX Y into ZZZ airport. Broke out VFR at about 3;000 AGL. Landed the plane with approximately 2;000-3;000 lbs imbalance. Had mechanic transfer fuel from center tank to left tank on ground.




Synopsis: B757 Captain reported forgetting to turn on center tank boost pumps and causing a fuel imbalance.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Cloudy; Rain
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A runaway AP (autopilot) caused the ailerons to bind in a right hand turn at 12;000 ft. just NE of ZZZ. Struggling to hand fly the airplane and keep on course I was unable to hold altitude. It varied between 12;350 [ft.] and 11;700 before I [received priority from ATC].The airplane was very difficult to control and I was in IMC. With great difficulty I was able to fly the RNAV [Runway] XX to ZZZ.I was able to land at ZZZ without incident




Synopsis: Pilot reported a runaway autopilot caused the ailerons to bind ; making the aircraft difficult to control for landing.
Date: 201702
Location: ZZZZ.Airport, US
Aircraft: B737 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: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Aircraft was dispatched on an inland route with a distance of 1923nm. Glancing at the winds and weather charts it was obvious that a deep water route was more efficient and so we elected to fly Airway X with a total distance of 1754; a difference of 169 miles; or 27 minutes or 3117lbs of fuel.Prior to making this change the dispatcher told me she ran both of these flight plans and the inland route as per Saber was 6 mins shorter.Common sense told me it was not. At a time when we are relying on automation almost exclusively to make our decisions we better be cautious that the automation is providing the correct solution. Please look at release one and release 3 to verify this information. This is a big mistake and someone should get to the bottom of this so it does not happen again.




Synopsis: B737 Captain reported the company flight planning service incorrectly projected a shorter time for a longer route.
Date: 201905
Local time of day: 1201-1800
Location: BFL.Airport, CA
Flight conditions: IMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E BFL
ATC / advisory: TRACON BFL
Second aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were IFR level at 10;000 ft. We received an alert on the Avidyne Traffic System; and also on Foreflight which was running on an iPad. I advised the controller that we had traffic showing at 9 o'clock near our altitude. She advised us that they were going to pass 1;000 ft below us at 9;000 ft. We showed the aircraft was still at 10;000 ft and getting very close (less than 1/2 mile). At that time we received an alert that showed the other aircraft was at our location and less than 100 ft below. We made an immediate 90 degree turn to the right (North) and climbed. As we were talking; another controller came on and said that the other aircraft was descending. We advised ATC of the diversion and returned to our assigned course when the traffic was past us.Upon landing; we were still not sure how close we were. We downloaded the ADS-B data from both aircraft and plotted them in Excel (we had the call sign from the traffic system and hearing ATC talk to them after). We were chilled to see just how close we had come. The ADSB data shows that the CJ2 began a descent; but then briefly leveled off at 10;000 ft (our altitude). Unfortunately this happened just as they were passing our location.




Synopsis: C182 pilot reported an NMAC with a CJ2.
Date: 201201
Local time of day: 1801-2400
Location: MMU.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness; Communication Breakdown; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the arrival phase we were descending from 3;000 FT to 2;000 FT when we received a terrain warning on the GPWS at 2;200 FT. We responded to the warning by climbing and the warning quickly ceased at about 2;500 FT. I asked Approach Control about our altitude assignment and he instructed us to return to 3;000 FT. He was very calm and pleasant throughout. I believe we mistakenly accepted a clearance issued to another aircraft which was descending into TEB. It is likely that my readback was blocked and the Controller was unaware of our descent. My lack of attentiveness may have been due to the onset of fatigue. We were delayed almost 3 hours leaving our departure airport because of heavy holiday departure traffic; resulting in a longer day than anticipated.




Synopsis: A fatigued CE750 Captain reported responding to an EGPWS Terrain Warning at 2;200 FT after mistakenly taking an other aircraft's clearance when they should have been at 3;000 FT.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon receiving taxi instructions to return to the ramp for parking; Student Pilot under my supervision did the taxi. At taxiway Charlie; by the wash racks we turned to left. Student got off the center line and I advise him to keep centerline and prepare to turn left again by reducing airspeed. At same time I finished giving student pilot those instructions; he added full power instead of reducing it. That action was faster than my reaction time to counteract. Immediately and simultaneously; I hit the brakes steering away from the hangar on the right that we were pointed at and pulled the throttle out. The right wingtip light hit the corner of hangar door. Wingtip lights were completely broken and there was a hole the size of a lime in the wingtip. The hangar door had a scratch on the corner where the wingtip hit. No other damages were found. Airplane was placed into maintenance. Student Pilot was instructed during the post flight on actions to avoid this situation of ever happening again. Chief pilot instructed CFI to enhance attention at all times; even when student is doing well.




Synopsis: C172 flight instructor reported taxiing problems by the student which resulted in striking a hanger with a wingtip.
Date: 201811
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Once airborne; the C Flight Attendant came to the back galley and informed me someone had put something in the A [Flight Attendant]'s water. I decided to go up front and check on her. When I arrived; she was on the phone with the pilots. When she got off the phone; she showed me her water bottle and it was a milky cloudy substance that had a strange odor I had never smelled before. I advised her that when we land she needed to complete [a report] and call [company operations center]. She said she felt fine and didn't think it was necessary.Later in the flight; the C Flight Attendant went forward so they could let the pilots out to use the lavatory. A few minutes later; I was paged over the PA to come forward. I quickly went to the front to find 2 passengers and the C [Flight Attendant] in the front galley. I saw that the A [Flight Attendant] was laying on the jumpseat. I sat her up and asked if she had any allergies and if she was taking any medicine. She said [drug] and then her eyes rolled back and she fell back again. The C [Flight Attendant] paged for medical assistance and a physician came forward with his medical license card in hand. I verified and allowed him access to [the C flight attendant]. He used the EMK to check vitals and was going to initiate an IV for fluids to help bring her blood pressure down. However; the A [Flight Attendant] came around and was able to talk with the physician. The pilots attempted to establish a patch with [Airborne Medical] but were unsuccessful. The physician recommended that the A [Flight Attendant] remain seated and try to relax for the rest of the flight. We relocated the A [Flight Attendant] to seat 1C and she remained there until we arrived at the gate in ZZZ.The physician remained in close proximity of the A [Flight Attendant] should her condition deteriorate in the remainder of our decent. I asked that the C Flight Attendant begin to close down the forward and aft galley while I went and collected medical notes and gathered relevant information from the A [Flight Attendant] as well. The C [Flight Attendant] and I agreed and advised the pilots that I would remain forward and occupy the 1L inbound jumpseat for landing and the C [Flight Attendant] would occupy the aft jumpseat for landing. The pilots advised that EMS would meet the flight upon arrival.




Synopsis: Flight Attendant reported that another Flight Attendant became ill after consuming a cloudy drinking water.
Date: 201807
Local time of day: 1201-1800
Location: MEM.Airport, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B MEM
ATC / advisory: TRACON M03
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On vector base turn to ILS 36R MEM at 2000 feet. I noticed autopilot was struggling. I suspected wake turbulence. I disconnected the autopilot when the aircraft was slow to respond in roll. It snapped right wing down to 45 degrees then back. We were in trail of a 767; which flew our approximate track previously. Spacing behind heavies is allowed to be too close in my opinion.Suggestions: Increase spacing between heavy and lighter aircraft.

Callback: Reporter stated these events are occurring because of ATC efforts to increase aircraft acceptance rates. Problems occur on departures also. Reporter hasn't submitted reports for all encounters because there are just too many.



Synopsis: B757-200 Captain reported encountering wake turbulence on approach to MEM in trail of a B767.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While taxiing out to active runway; I noticed a voltage fluctuation. I contacted ground control and stated that I was having a charging system problem and needed to return to my hangar. Ground gave me new taxi instructions and I complied. While circling back smoke begin to enter the cockpit from the glove box area (to the right of copilot's yoke). I called ground again and advised that I believed I might have an electrical fire. Requested direct to the fire station on the field and this was immediately granted. Ground controller said she would phone fire station. I cut all electrical power at this point and taxied to the fire station where I killed the engine with the mixture; then shut off mags. I evacuated 3 passengers; then grabbed the extinguisher.  Fireman were around the plane by this time. I retrieved a toolbox from the baggage compartment and uncowled the engine with the firemen holding an extinguisher at the ready. There was no smoke or evidence of fire in the engine compartment and no longer any smoke in the cockpit. I climbed back into the cockpit and investigated the glovebox area. At this time the cigar lighter power resistor was found to be very hot. Aircraft was towed to maintenance. Upon investigation; it was found that one of the connections to the power resistor was quite loose. This apparently increased the resistance and i2R heat production at that point. The resistor is bolted to the aluminum bottom of the glove box. The heat melted a pen in the glovebox and badly charred a wooden pencil. This was apparently the source of the smoke. The power resistor was replaced and the circuit now checks out OK.




Synopsis: P210N pilot reported seeing smoke in the cockpit during taxi; so he headed for the fire station. Smoke was traced to an overheating power resistor.