elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DEN
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During taxi out; in very low visibility; DEN Ground control issued taxi clearance to us all the way to [Runway] 34L on [ Taxiway] WA; while another Controller on another frequency issued taxi clearance to [another air carrier] aircraft to exit the WA de-ice pad to our left and in front of us that caused a near miss on Taxiway WA. Due to the very low visibility (400 RVR) we saw [other aircraft's] position lights at the very last second and immediately brought our plane to a stop on WA just prior to colliding with [them]. We then immediately asked ATC for an explanation. The response was an apology and that both aircraft were issued taxi clearance on separate frequencies and in error.




Synopsis: Air carrier Captain reported an abrupt stop was required to avoid a collision during low visibility taxi at DEN involving another air carrier on a different Ground Control frequency.
Date: 202109
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While taxiing to Runway XXL at ZZZ we notified ZZZ Operations that we hadn't received or final weights for takeoff. After about 15 minutes of delay waiting for the weights; we were advised a return to the gate was required because the baggage handlers had not correctly placed baggage around our dangerous goods. While taxiing back to the gate; our Final DG Summary was received over ACARS. At this point; we realized that we had unknowingly taxied without our Final DG Summary. Upon return to the gate the baggage was correctly located around the DG and the rest of the flight continued uneventfully.




Synopsis: B-767 Captain reported a delay for final take-off weights during taxi.
Date: 201203
Local time of day: 0001-0600
Location: ORD.Airport, IL
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: A320
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: The last two days we have had winds that were too strong for normal operations. We have had to depart 22L with 95% of our aircraft due to a strong crosswind of 200 degrees at 30 KTS with gusts near 40. Also we have been landing 22L; 22R and 14L. Many 14L arrivals have bolted as well. The 22L arrivals have to cross Runway 28 at some point to get to the terminal. The management here has mandated that in order to cross Runway 28 there must be a monitor watching the Local Controller working that runway; witch has virtually no departures; except for a very few that will take the crosswind. This; for starters is ridiculous. The Local Controller working the 22L departures is buried with a lineup that frequently reaches 30 planes; feeding from two different taxiways; and also landing the same runway. The arrivals have to be given detailed instructions onto a new set of taxiways that most are unfamiliar with. I had departed a heavy B777 on 22L; an arrival had landed; and usually that is plenty of time to ensure a good five mile gap for wake turbulence with the next departure. My next departure lifted; and frankly; I am not sure I had the required separation. I was too busy to tell. The B777 climbed out so slowly that I had to do a double take. During times like this; when landing and departing 22L; and Runway 28 is not an option for most aircraft; the other Local Controller (the one working 14R arrivals and a very few 28 departures) is NOT the one who needs an extra set of eyes. The 22L Controller REALLY needs someone to help sequence; ensure a clear runway; and help ensure departure separation especially at night; which this was. It is difficult to see down there when it's dark; we need the ASDE-X to help ensure the aircraft exit where we need; and we also have to keep our heads up and out the window to watch the departures vs. the arrivals. Earlier in the day there was an abort in front of an arrival; and the Controller was so busy that the other Tower personnel had to alert the Controller of the situation who then sent the arrival around on very short final. He was buried; as I was tonight. The 22L Controller needs the extra eyes when traffic is heavy landing and departing that runway.




Synopsis: ORD Controller described a possible loss of wake turbulence separation with two departing aircraft during an unusual departure runway procedure caused by very strong surface winds.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once cleared to land on final with the controller pointing out traffic on the roll [on an intersecting runway] and selecting gear down; flaps 25; we received a gear unsafe indication with 3 green lights. With landings and takeoffs in all directions at a busy time of day; I felt it was safer to avoid a go around and directed the First Officer to select flaps 20; gear up; [then] gear down; flaps 30 and on short final we then received no indication of an Unsafe Gear Indication and continued into the landing.




Synopsis: A B757-200 Captain reported getting a gear unsafe indication along with three greens on approach. Since this is a busy airport he elected to continue the approach and cycled the gear; which solved the problem; and a normal landing ensued.
Date: 201905
Local time of day: 0001-0600
Location: FLG.Tower, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D FLG
ATC / advisory: Tower FLG
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I initially reported to Flagstaff Tower 10 nm to the southeast and was advised a regional jet was also approaching the airport. I was told to report 3 mile left base for Runway 21. I reported 3.4 NM from FLG per my GPS. FLG Tower cleared me to land at that time. I expressed my concern about wake turbulence from the regional jet that just landed and requested a right 360. They approved the right 360. As I was 500 feet AGL at this time; I performed a climbing right 360. Upon completing my 360 another regional jet passed about 2;000 feet in front and slightly below me on final for Runway 21. Upon seeing the second regional jet I performed another right 360 to avoid the second jet and sequence for wake turbulence. I got cleared to land a second time and landed without incident.I feel that the sequence was too close considering the wake turbulence issue. I would have gladly stayed clear of the Class D airspace to wait for the traffic to land. There was a fair amount of radio traffic which further complicated radio communications. The Tower never cautioned me about wake turbulence.




Synopsis: C182 pilot reported not being told about wake turbulence and having to circle twice to remain clear of two arrivals.
Date: 202106
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: A little over two hours into the flight; I was informed via ACARS by our Dispatcher that five pounds of Class 7 Radio Pharma HAZMAT was loaded onboard the aircraft in Bin A. The Dispatcher had just been informed by ZZZ Ops. This was news to me as I never received a NOTOC or saw any notes about hazmat on the Release. I acknowledged the discrepancy from Dispatch. Flight continued uneventfully to ZZZ1.




Synopsis: Air Carrier Captain reported undocumented transport of Hazmat cargo.
Date: 201403
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As the aircraft was about to stop at the gate; a siren warning sounded in the cockpit. It turned out to be that the ground crew was attempting to open the forward cargo door as the aircraft was nearing a stop with both engines running. Adding to this problem; ground personnel at [this station] routinely position themselves inside the protected aircraft movement area and very near the aircraft's intended movement; during laser guided gate arrivals. Should the aircraft inadvertently deviate from the taxi line due to laser guidance malfunction or other error; this unnecessary ground personnel waiting area could prove dangerous if not fatal. The ground personnel location issue is an arrival occurrence in the laser guidance era that seems to be getting worse. The cargo door opening event has happened twice in all my years flying; both times within the last two months; so this too is obviously a new problem on the rise with grave consequences. Also; to make matters worse; apparently when the ground crew attempted to open the forward cargo door; it must have unlocked and not opened (that door should not have power until the aircraft is powered by the APU or ground power); causing ground personnel to believe there was a problem with the aircraft. Ground personnel violated customs rules and entered the aircraft and tried to manipulate power sources to attain power for the forward cargo door. So in addition to considerable safety issues at stake; this occurrence also translated to other potential problems. The aircraft protected movement area currently precludes equipment from being in that area. It should also preclude personnel from being in that area; sans some operational necessity that has been previously coordinated with the captain where hand signal or radio communications is established and maintained. Nothing and nobody should be in that aircraft movement protected area during aircraft arrivals. If not for the obvious safety concerns; the more clutter in and around the aircraft protected movement area could lead to erroneous aircraft laser guidance to the gate and stopping point. As for the cargo door being opened; that should already be well known to all ground personnel. For whatever reason; they are just doing it.




Synopsis: B767-300 Captain reports ground personnel attempting to open the forward cargo door during gate arrival; with both engines still running.
Date: 201508
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT; Tower CLT
Second aircraft: A319
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: After passing 500 feet the airplane encountered heavy wake turbulence from an A319. It became clear that we weren't going to get out of the wake so I advised ATC that we couldn't continue the SID and that we were going to continue runway heading. ATC at that time gave me vectors to keep me out of the wake. After the vectors we continued without incident.The winds were calm and ATC was launching aircraft too quickly.




Synopsis: CRJ900 Captain reported encountering heavy wake turbulence shortly after takeoff from CLT in trail of an A319.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon taking runway and cleared for take off; Captain transferred control to Copilot and advanced throttles and pushed TOGA levers upon call out for Set Take Off Thrust. Left engine did not advance any further while right engine advanced to takeoff power. Aircraft yawed to the left; Captain reclaimed control of aircraft and aborted take off. Copilot notified ZZZ Tower of aborted take off. Remained on runway for 2 minutes to examine left engine responsiveness. Engine was non responsive to thrust lever movement and determined aircraft was unfit to fly. Notified ATC that aircraft would be returning to gate. Left engine remained unresponsive the entire way back to gate. Returned aircraft to maintenance for troubleshooting.


Second narrative: After given clearance to takeoff on XXR; the Captain advanced the thrust levers and I called for 'Set standard thrust'; the aircraft began to yaw left.  I immediately hit the brakes and called for an aborted takeoff. The Captain resumed control of the airplane and I called for an aborted takeoff with ZZZ Tower. We asked for 2 minutes on the runway and began to trouble shoot the problem. We noticed that the left engine would not increase from idle no matter where the left thrust lever was placed.  We asked for taxi instruction back to the Company ramp and performed an After Takeoff checklist. The left engine would not spool up on takeoff. It remained at idle regardless of thrust lever position.Engine parameters were stabilized after start; showing a normal engine start. I need to make sure the Captain has spooled the engines up before calling for 'Set Standard/Max Thrust'. We may have been able to catch the malfunction a few seconds earlier.


Synopsis: Flight crew reported a rejected take off and a return to the gate after the #1 engine would not respond to thrust lever movement.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Severe bird-strikes; probably 2 or 3 Canadian Snow Geese at 15;000 feet and 330 knots.  Severe damage to radome; nose; right engine; possible AOA system; Pitot-Static system; and possible radar damage.  Cockpit smoke with charred fowl smell; a rumbling and uncertain damage in nose area and engine vibration; declared emergency and performed VMC return to [departure airport].


Second narrative: I didn't see the birds; but I felt the plane make a substantial yaw; and there was immediately smoke in the cockpit. There were no indications requiring a specific checklist (other than approach and landing); and ATC accommodated all of our requests. We were back on the ground within 10 minutes. The post-flight inspection revealed that we had impacted with a large bird; resulting in substantial damage to the nose of the aircraft and the right engine. We noted compressor stalls on the right engine upon landing; and the cause now became clear. There was evidence of blade separation; as well as several bent turbine blades. One bird impacted about 2 or 3 feet below my window on the left side. If the bird had hit 2 feet higher; I probably wouldn't be here. I would suggest that a better system be employed to remove pilots after a traumatizing event.


Synopsis: B757-200 flight crew reported they struck a large bird or birds; possibly Canadian geese; while climbing through 15;000 feet.  With indeterminate damage to nose and right engine; they declared an emergency and returned to departure airport.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During my preflight of the Cessna 172R rental aircraft; I noticed an entry in the maintenance/discrepancy log noting the engine missing during takeoff and climb out while using full power. The Mechanic wrote next to that comment that he was unable to duplicate the problem. Another entry in the maintenance/discrepancy log [3 days later] indicated a similar problem and the Mechanic indicated he fixed that problem [a few days later] and it was no longer an issue.I was next to fly the airplane [several days later]. I obtained my clearance and completed my run up of the aircraft with no problems. I taxied to the runway and was given a takeoff clearance. Takeoff was normal; and I began to climb out at 75-80 KTS airspeed. At approximately 400 feet AGL; the engine started to run really rough as it was missing badly/momentarily turning on and off. I checked the mixture/fuel cut off/fuel selector valve and they were all in the normal takeoff configuration.I was able to maintain altitude; but the aircraft was having difficulty climbing. At this time I heard the Tower give a clearance to a small aircraft to land; so I told the Tower I was having engine problems and that I would like to request a right turn back to [the runway] (to avoid the traffic landing). The Tower granted my request and told me to make right closed traffic back to [the runway]. Because of this; the Tower had to cancel the takeoff for a B747 on [another runway] that may have conflicted with my closed right traffic.I landed without incident. Lesson learned - I made the decision to return to the airport because I was unsure of the status of the engine. I requested a right turn back to the runway because I believed it would keep me away from the landing traffic. The Tower granted my request but this would have been problematic had it happened 15 seconds later as the B747 would have been unable to abort its takeoff and could have resulted in a major conflict.While it all worked out; I believe a contributing factor was an inexperienced Tower controller who appeared to be getting training at the time of my flight. While I never declared an emergency; my request to turn to the right was approved so I never deviated from ATC.




Synopsis: C172 pilot reported a rough running engine after takeoff and returned to land. Tower canceled takeoff clearance of a B747 to allow for the safe return.